Guidelines
for preparation of
integrated transport plans
May 2012
140 William Street
Perth, Western Australia
Acknowledgements:
The Guidelines for Preparation of Integrated Transport Plans for local government are produced by the
Department of Planning on behalf of the Western Australian Planning Commission.
The development of the Guidelines was initiated and undertaken by the Department of Planning
with the assistance of Sinclair Knight Merz (SKM) and CATALYST Consultants and in consultation
with representatives from the Department of Transport and the Western Australian Local Government
Association.
The Department’s project team is grateful for the assistance of the many individuals and local
government representatives in the preparation of the draft Guidelines, through the provision of
information and professional perspective. The feedback received was very useful in framing the final
document, particularly the independent review of the draft Guidelines undertaken by Mr Brett Hughes
from Curtin − Monash Accident Research Centre (Curtin University).
Note that:
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t 5IF%FQBSUNFOUPG5SBOTQPSUJTSFTQPOTJCMFGPSEFWFMPQJOHBOEJNQMFNFOUJOHSFHJPOBMBOENFUSPQPMJUBO
integrated transport plans to address future transport needs for the State as set out in the Transport
Coordination Act 1996 (WA).
Disclaimer
This document has been published by the Western Australian Planning Commission. Any
representation, statement, opinion or advice expressed or implied in this publication is made
in good faith and on the basis that the government, its employees and agents are not liable
for any damage or loss whatsoever which may occur as a result of action taken or not taken,
as the case may be, in respect of any representation, statement, opinion or advice referred to
herein. Professional advice should be obtained before applying the information contained in this
document to particular circumstances.
© State of Western Australia
Published by the
Western Australian Planning Commission
140 William Street
Perth WA 6000
Locked Bag 2506
Perth WA 6001
Published May 2012
website: www.planning.wa.gov.au
email: corporate@planning.wa.gov.au
tel:
fax:
TTY:
infoline:
08 6551 9000
08 6551 9001
08 6551 9007
1800 626 477
Western Australian Planning Commission owns all photography in
this document unless otherwise stated. This document is available
in alternative formats on application to Communication Services.
II
Guidelines
for preparation of
integrated transport plans
Chairman’s
Foreword
The Western Australian Planning Commission initiated the preparation
of guidelines to assist local government with the process and context of
developing integrated transport plans.
I am pleased to present the Guidelines for Preparation of Integrated
Transport Plans, which has been prepared by the Department of Planning
with professional input from private transport consultants, the Department
of Transport and local governments in the Perth metropolitan area.
The purpose of this document is to assist local governments to produce
effective integrated transport plans, enabling high quality transport
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more sustainable transport outcomes.
Both State and local governments play key roles in transport planning and maintenance of transport infrastructure.
I encourage key decision-makers within local and State government authorities to embrace these guidelines, and
strive to adopt integrated transport plans that are consistent and aligned with national and State objectives for
economic, efficient and sustainable transport planning and services delivery.
Gary Prattley
Chairman
Western Australian Planning Commission
III
Guidelines
for preparation of
integrated transport plans
Director General’s
Foreword
There has been ongoing interest from Western Australian local
government authorities seeking guidance in the preparation of integrated
transport plans and strategies for their communities.
This document, Guidelines for Preparation of Integrated Transport Plans,
draws together a wealth of local and global information on integrated
transport planning. It places this information in a Western Australian
context so as to provide a practical guide for local governments to
develop and implement locally appropriate integrated transport plans.
I am pleased that the Department has been able to partner with the
Western Australian Planning Commission and many others to provide this support to local governments. The
importance of this work has been underlined by the numerous individuals and organisations that have donated
time and expertise towards producing these Guidelines.
It is hoped that the Guidelines will become a valuable resource and help local governments progress their
integrated transport plans in a consistent and practical manner.
Eric Lumsden
Director General
Department of Planning
IV
Guidelines
for preparation of
integrated transport plans
CONTENTS
Introduction
1
What is an integrated transport plan?
2
How to use these guidelines
2
Aim of the guidelines
4
Background & context
5
Part 1 – Integrated transport planning
5
1.0 Summary – Part 1
6
1.1 Transport in context
9
1.2 Accessibility and mobility
9
1.3 Who is responsible for transport?
10
1.3.1 Commonwealth government and transport
1.3.2 State government and transport
1.3.3 Local government and transport
1.4 Policy framework for integrated transport plans
1.4.1 National level policy context
1.4.2 State level policy context
1.4.3 Local level policy context
Part 2 – Sustainable transport system and
integrated transport planning
10
12
15
17
18
23
31
37
2.0 Summary – Part 2
38
2.1 What is integration for transport planning?
39
2.2 Sustainable urban transport system and integrated transport planning
40
2.3 Major challenges to sustainable transport in urban areas
43
2.3.1
2.3.2
2.3.3
2.3.4
2.3.5
2.3.6
Population and employment growth
Social inclusion
Transport safety and security
Air quality and other quality of life issues
Climate change emissions
Transport energy – higher prices and scarcity
2.4 Local government’s role in sustainability and integrated transport planning
V
Guidelines
for preparation of
integrated transport plans
43
44
45
46
47
48
49
Guidance
51
Part 3 – Principles and process for
integrated transport plans
51
3.0 Summary – Part 3
52
3.1 Integrated transport plans for local government
53
3.2 Successful development of an integrated transport plans
54
3.3 Principles for integrated transport plans
54
3.4 Process for integrated transport plans
57
3.4.1
3.4.2
3.4.3
3.4.4
3.4.5
3.4.6
3.4.7
3.4.8
3.4.9
Defining the project
Vision
Key drivers
Objectives and strategic targets
Issues and needs
Challenges and opportunities
Strategies
Actions and targets
Assessment, implementation and review
Part 4 – Developing, implementing and reviewing
integrated transport plans
57
58
59
60
62
64
64
65
66
69
4.0 Summary – Part 4
70
4.1 Developing an integrated transport plan
72
4.1.1
4.1.2
4.1.3
4.1.4
4.1.5
4.1.6
4.1.7
4.1.8
Integrated transport with social, economic and health planning
Integrated land use planning and transport
Accessibility and amenity
Integrated transport system
Safety
Traffic congestion
Travel demand management and travel behaviour change
Parking
4.2 Evaluation and review of integrated transport plans
4.2.1 What is the value of a project or initiative?
4.2.2 Whose value?
4.2.3 Monitoring achievement
VI
Guidelines
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integrated transport plans
72
73
76
84
101
104
107
109
114
115
116
118
4.3 Integrating planning and implementation
4.3.1 Seamless transition – handing over the baton
4.3.2 Funding
4.3.3 Be prepared – create space for opportunistic implementation
Part 5 – Consultation and partnership
118
119
119
120
121
5.0 Summary – Part 5
122
5.1 Before the integrated transport plan
123
5.2 Consultation for integrated transport plans
124
5.3 Consulting effectively
126
5.4 Partnership
128
5.5 Beyond the integrated transport plan
130
Overview & practice
131
Part 6 – Case studies of integrated transport plans
131
6.0 Summary – Part 6
132
6.1 South West Group of Councils – Travelling Together (2003)
133
6.2 East Metropolitan Regional Council – Integrated Transport Strategy
for Perth’s Eastern Region (2007)
137
6.3 City of Rockingham – Rockingham Integrated Transport Plan (2007)
141
6.4 City of Subiaco – Integrated Transport Strategy (2007)
145
6.5 Shenton Park – Integrated Transport Plan (2000)
149
6.6 List of local governments’ integrated transport plans in Perth
metropolitan area
153
Part 7 – Template for developing an
integrated transport plan
155
Glossary of Terms
163
References
167
VII
Guidelines
for preparation of
integrated transport plans
Figures
Figure 1:
Strategic policy framework for integrated transport strategies and plans
17
Figure 2:
National Guidelines for Transport System Management –
Objectives and the Framework
21
Figure 3:
Targets of the Metropolitan Transport Strategy 1995-2029
24
Figure 4:
Directions 2031 and beyond policy framework
26
Figure 5:
Directions 2031 and beyond objective and strategies for an accessible city
27
Figure 6:
Local Planning Manual: A guide to the preparation of local planning
strategies and local planning schemes in Western Australia
32
Figure 7:
Four components of successful ‘placemaking’
34
Figure 8:
Horizontal and vertical integration for integrated transport planning
40
Figure 9:
Measures that can improve accessibility
44
Figure 10: Perceptions are important in achieving outcomes
45
Figure 11: Actual and real petrol prices, Perth: 2001− 2010
48
Figure 12: Principles and process for integrated transport plans
55
Figure 13: Illustrating ‘Gap analysis’ by ‘spider’ graph
63
Figure 14: Examples of dislocations of process review
66
Figure 15: Continuous improvement in terms of objectives
67
Figure 16: Urban transport system – land use interaction
74
Figure 17: Ease of access – References to distance and time
77
Figure 18: Example of walkable catchment: Canning Bridge Precinct Vision –
Precinct Analysis 2009
78
Figure 19: Walkable catchments in the City of Vincent, Perth, WA
79
Figure 20: Analysis of census data – journey to work (public transport and cycling)
for place of residence
81
Figure 21: Analysis of census data – journey to work (public transport and cycling)
for place of work
82
Figure 22: Analysis of census data – Oil and mortgage vulnerability in Perth
83
Figure 23: ‘Link and Place’ road network concept
90
Figure 24: Example of bicycle network in local area
94
Figure 25: Perth Bicycle Network Plan
95
Figure 26: Local cycle routes with regional connectivity to establish longer
distance connections
96
Figure 27: How well public transport serves centres in a region
97
Figure 28: Growth in e-commerce
100
VIII
Guidelines
for preparation of
integrated transport plans
Figure 29: Illustrating fatal and serious injury crashes over a five-year period
102
Figure 30: Measuring achievement against targets with a ‘spider’ diagram
118
Figure 31: Template for developing an integrated transport plan
156
Tables
Table 1:
Vision and objectives for national integrated transport system
19
Table 2:
Our Cities Ourselves: 10 Principles for Transport in Urban Life
41
Table 3:
Principles overview – Our Cities Ourselves
42
Table 4:
Roles and responsibilities for sustainability
50
Table 5:
Metropolitan Transport Strategy 1995-2029 principles and objectives
61
Table 6 :
How far will people walk
80
Table 7:
Barriers for interconnected transport networks
85
Table 8:
Easy steps – 10 steps to develop local area walking network plan
91
Table 9:
Who walks and why
93
Table 10: Illustrative Summary Appraisal
117
Table 11: Considerations for designing and implementing a consultation strategy
125
Table 12: Effective consultation methods
127
Table 13: IAP2 Spectrum of Public Participation
129
Table 14: Existing local governments’ integrated transport plans and strategies in
Perth metropolitan area (as per June 2010)
153
IX
Guidelines
for preparation of
integrated transport plans
X
Guidelines
for preparation of
integrated transport plans
INTRODUCTION
Transport directly affects many aspects of national, State
and local government policy and service provision.
Along with economic and cultural priorities, transport has
an important role in the dynamics of urban settlements
and functions with efficient transport being vital to the
operation of most economic and social services.
State and local government each have a key role in
transport planning, maintaining transport infrastructure
and delivering transport services in the Perth
metropolitan region and other areas.
The success of local government in providing an efficient
transport system is important for the prosperity of local
economies and ensuring a quality of life for generations
to come.
An integrated approach to transport planning is a
positive way to influence the planning and provision
of transport systems towards more sustainable
patterns. Integrated transport planning takes into
account key transport issues such as transport system
interdependencies, interactions between transport and
land use, transport safety, traffic congestion, parking,
travel demand management and accessibility.
Empowering local governments to develop and
implement integrated transport plans will enable an
effective approach to local transport planning and
transport infrastructure, maintenance and service
delivery (where local government is a core player).
Collectively, the integrated transport plans will help
identify and prioritise transport infrastructure and service
improvements and meet community and government
objectives.
These Guidelines form a good resource for use by local
governments and are also available to download at the
Department of Planning and Department of Transport
websites: http://www.planning.wa.gov.au and
http://www.transport.wa.gov.au.
1
Guidelines
for preparation of
integrated transport plans
These Guidelines
are designed to help
local governments
plan a sustainable
transport future for their
communities
What is an integrated
transport plan?
An integrated transport plan is a tool for the
comprehensive analysis of existing and future transport
system requirements within an area defined by a single
local government or grouping of several jurisdictions that
have significant transport and access issues in common.
It provides an overall framework for a holistic planning
approach to resolving emerging transport issues at
regional, sub-regional and local levels.
The integrated transport plan is part of a larger process
to build meaningful partnerships between all levels of
government in the delivery of an integrated transport
system. Local governments can use their respective
integrated transport plans to support funding requests
to local, State and federal sources for transport
infrastructure improvements.
In preparing an integrated transport plan, each
jurisdiction should apply the prescribed principles and
processes to reflect their specific needs, priorities and
community aspirations for the provision of a sustainable
transport system.
2
Guidelines
for preparation of
integrated transport plans
How to use these guidelines
These guidelines are designed to assist local
governments to develop their own integrated transport
plans. They do not have a statutory weight under
Western Australian Government transport and planning
legislation.
The guidelines are presented in seven parts under three
main headings: Background and Context (Part 1 and Part
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of Practice (Part 6 and Part 7). Each part can be used
independently, so there is some overlap of content in
them.
Together, the seven parts describe the role of transport
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framework, general principles and processes for
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to supporting resources and publications.
A template for the preparation of an Integrated Transport
Plan (Figure 31) has been developed to accompany
the Guidelines and to provide a clear overview of the
main steps, which the user can cross reference with the
discussion, rationale and planning tools in the body of
the Guidelines.
Part 1 – Integrated transport planning
places transport and integrated transport planning into the appropriate
economic, social, environmental and political context. It acknowledges
that transport is something undertaken for reasons of purpose such as
to access employment, goods and services, education, recreation and
the other things that are part of our everyday lives. This section helps to
understand the role of transport and who is responsible for planning and
provision of transport systems.
BACKGROUND
& CONTEXT
Part 2 – Sustainable transport system and integrated
transport planning
provides an introduction to sustainable urban transport planning and
integration; describes the nature of integrated transport plans for local
government including brief consideration of the main challenges and
trends in delivering sustainable transport systems.
Part 3 – Principles and process for integrated transport plans
outlines the general principles and process stages for preparation of
integrated transport plans that may be applied at regional, sub-regional
and local level.
Part 4 – Developing, implementing and reviewing integrated
transport plans
defines the stages, preparation, implementation and review of the
integrated transport plan and methods that should be applied to ensure
consistency in the context of the whole integrated transport planning
process – from development through to implementation.
GUIDANCE
Part 5 – Consultation and partnership
focuses on the importance for collaborative planning, engaging
consultation and developing partnership across all levels of government,
major stakeholders, and the community through the life of the integrated
transport plan.
Part 6 – Case studies integrated transport plans
provides case studies of local government integrated transport
plans in the Perth metropolitan area and presents some common
defining characteristics and approaches for their preparation and
implementation.
OVERVIEW OF
PRACTICE
Part 7 – Template for integrated transport plans
assists in the development of integrated transport plans.
3
Guidelines
for preparation of
integrated transport plans
Aim of the guidelines
These guidelines aim to raise awareness among local
governments of the importance of preparing integrated
transport plans to:
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initiatives and targets to facilitate sustainable
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objectives of the community.
Specifically, the guidelines will assist local
governments to:
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general accessibility for activities and business in
their jurisdictions, and support economic vitality of
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to improve the liveability of the local area and
minimise overall transport infrastructure costs to
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transport planning and infrastructure management
(planners, engineers, Travelsmart officers) and the
wider community about the need to establish more
sustainable travel habits and initiatives for travel
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transport planning process to identify and address
important issues and challenges that influence,
directly or indirectly, safe and efficient operations of
the transport system within the area’s local and in
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for areas in their jurisdiction, in partnership with
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transport plans and encourage the sharing of
knowledge and experience in understanding drivers
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transport planning process and potential risks and
need for resources to deliver improved transport
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action plans for transport infrastructure and service
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4
Guidelines
for preparation of
integrated transport plans
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cooperative approach between local and State
government agencies such as Department of
Planning, Department of Transport, Main Roads
WA, Public Transport Authority, Department of State
Development, Department of Health and others
for the successful delivery and implementation
of relevant integrated transport programs and
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planning, engaging consultation and cooperation
across all levels of government, the stakeholders
and the community through the whole life of the
integrated transport plan.
BACKGROUND &
CONTEXT
Part 1 –
Integrated
transport
planning
1.0
Summary
1.1
Transport in context
1.2
Accessibility & mobility
1.3
Who is responsible for
transport?
1.3.1 Commonwealth
government and
transport
1.3.2 State government and
transport
1.3.3 Local government and
transport
1.4
Policy framework for
integrated transport plans
1.4.1 National level policy
context
1.4.2 State level policy context
1.4.3 Local level policy context
5
Guidelines
for preparation of
integrated transport plans
1.0 Summary – Part 1
Integrated transport planning aims to ensure that
there is a suitable, safe and interconnected transport
infrastructure for different transport modes such as
private car, freight, public transport, walking and cycling,
which results in improving the community’s accessibility
to jobs, services, recreation and other daily activities.
Transport and mobility are fundamental to the creation of
a high standard of living. The transport system is a main
component of a city’s infrastructure. Transport influences
and is influenced by the patterns of urban growth and
development. Transport provides opportunities for the
movement of people and goods, and connections
between locations of living, work and activities.
In the short-term, location of activities, jobs, services
and where people live are largely fixed, and mobility
is the main key to accessibility. Overall, as the price
of oil continues to rise, accessibility through mobility
will continue to be threatened by increasing transport
energy costs. It is, however, important that people and
businesses are actually aware of alternative options for
transport like walking, cycling and public transport. In
the long-term, people and businesses move around and
change locations.
With good land use and transport planning and
appropriate incentives, these changes can greatly
improve accessibility and reduce travel costs and time.
Land use patterns and urban form are major factors
affecting mobility and accessibility. Urban planning
directions encourage compact and mixed-use land
developments, active travel options and use of public
transport to reduce dependence on private motor vehicle.
While Australian cities perform relatively well in terms of
quality of life and other social issues, they are confronted
by significant challenges including population growth
and demographic change, transport congestion, living
affordability, infrastructure development, productivity
growth, climate change and ecological sustainability 1 .
The Council of Australian Governments (COAG) agreed
that all State governments will have plans in place to
manage planning across functions, including land-use
and transport planning, economic and infrastructure
development, environmental assessment and urban
development, and across government agencies. It is
likely that future federal infrastructure funding decisions
will be linked to these plans.
Responsibilities for planning, delivering and managing
transport infrastructure and systems are spread across
all three levels of government within Australia.
Commonwealth and state governments have an
important role to play in the development and
management of all transport systems, and in establishing
the policy framework and directions in which the local
governments undertake their transport planning and
transport services delivery and management functions.
The Commonwealth Department of Infrastructure and
Transport 2 contributes to the wellbeing of all Australians
by assisting the government to promote, evaluate, plan
and invest in infrastructure and by fostering an efficient,
sustainable, competitive, safe and secure transport
system. The Infrastructure Australia Act 2008 led to the
6
Guidelines
for preparation of
integrated transport plans
1
Infrastructure Australia, Major Cities Unit - State of Australian Cities 2010
report www.infrastructure.gov.au/infrastructure/mcu/soac.aspx
2
www.infrastructure.gov.au/department/about/about.aspx
BACKGROUND & CONTEXT - PART 1
establishment of Infrastructure Australia 3, a federal body
providing infrastructure advice on a wide range of issues,
including transport.
There are other government agencies at national
level including the Police, the National Transport
Commission 4, Department of Transport ‘s Office of Rail
Safety 5 , Department of Infrastructure and Transport Road
Safety 6 and many more, which cover the full range of
broad activities in transport such as regulations, pricing,
construction, maintenance, operations, enforcement and
behaviour change. These can generally be applied to
the provision of transport infrastructure, vehicles, drivers
and land use across different States and territories of
Australia.
The following Western Australian State Government
agencies have a vested interest in integrated transport
planning:
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Local government policies and strategies relevant to
integrated transport planning should be formulated in
line with national and State strategic transport policy
frameworks. The Policy Framework for Integrated
Transport Plans (Figure 1) sets local government
integrated transport directions in their wider state,
regional, sub-regional and local cross–boundaries
context. Integrated transport plans should support the
overall objectives within the framework of sustainable
transport principles that are applied at national, state,
regional and local levels.
National-level policy directions relating to integrated
transport planning include:
t UIFNational Charter for Integrated Land Use and
Transport Planning;
t UIFAustralian Transport Council policy directions
t UIFInfrastructure Australia policy directions
t UIFNational Guidelines for Transport System
Management in Australia
t UIFNational Road Safety Strategy 2011–2020
t %FQBSUNFOUPG4UBUF%FWFMPQNFOU
t UIFAustralian Local Government Association policy
directions
t 3PBE4BGFUZ$PVODJM
t UIFAustralian National Cycling Strategy 2011-2016
t %FQBSUNFOUPG1MBOOJOH
t Our Cities, Our Future - A National Urban Policy for a
productive, sustainable and livable future 2011
t 8FTUFSO"VTUSBMJBO1MBOOJOH$PNNJTTJPO
In conjunction with State government, local government
plays a key role in transport planning, maintaining of
transport infrastructure and delivery of transport services
in the Perth metropolitan region and other urban and
regional areas.
Local government has the responsibility to act in the
best interests of the community and seek outcomes
consistent with broader community goals of wellbeing,
equity of access to services, environmental protection
and liveable communities. It is therefore in the best
interests of both State and local government seeking
federal funding for major transport projects to develop
comprehensive integrated transport plans.
t UIFDisability Discrimination Act 1992BOE
t PUIFSTUSBUFHJFTBOEQPMJDJFT
State-level policy framework relevant to integrated
transport planning is complemented by and
implemented by State and local government through
various strategies and policies, strategic plans and
initiatives.
State-level strategies and policies relevant to integrated
transport planning include:
t Metropolitan Transport Strategy 1995-2029
(Department of Transport,1995)
t 4tate Planning Strategy (Western Australian
Planning Commission,1997 – currently under
SFWJFX
t State Sustainability Strategy (State government,
2003)
3
Infrastructure Australia www.infrastructureaustralia.gov.au/
4
www.ntc.gov.au/
5
www.infrastructure.gov.au/rail/safety/index.aspx
6
www.infrastructure.gov.au/roads/safety/index.aspx
7
Guidelines
for preparation of
integrated transport plans
BACKGROUND & CONTEXT - PART 1
t Directions 2031 and beyond (Western Australian
Planning Commission, 2010)
t State Planning Framework Policy (Western Australian
Planning Commission, 2006)
t 4tate Planning Policy 4.2 Activity Centres for Perth
and Peel (Western Australian Planning Commission,
2010)
Various local governments in Perth metropolitan area
have developed their integrated transport plans or
strategies to correspond with their local planning
strategies. A local planning strategy is required to guide
a local planning scheme as a means of contributing to
and meeting the goals of a local government strategic
plan.
t Central Metropolitan Perth Sub–regional strategy
(Western Australian Planning Commission, 2010)
t Public Transport for Perth in 2031 - Mapping out the
future for Perth’s Public Transport (Department of
Transport, Draft for Consultation, 2011)
t Towards Zero is Western Australia’s road safety
strategy for 2008-2020 (Road Safety Council,
2009)BOE
t WA Disability Services Act 1993.
Local government local planning schemes, along with
local planning strategies, consider the physical aspects
of transport and access of land use and developments,
but do not specifically define how local, sub-regional and
regional transport will function in the area. An integrated
transport planning approach offers local government a
way to assess the real impacts of transport provisions
and to better understand the transport needs of the
community.
8
Guidelines
for preparation of
integrated transport plans
BACKGROUND & CONTEXT - PART 1
1.1 Transport in context
1.2 Accessibility & mobility
Transport is critically important to the social, cultural and
economic success of every Australian community – from
city centres to remote communities.
In general, people and business aim to reduce their
travel time and cost to achieve what they want to do
in their daily activities. Therefore, as well as simply
providing a link between destinations, transport
infrastructure provisions should support good social,
economic and environmental outcomes for the
community.
The traditional link between economic success, transport
and mobility7 has shifted in the last decade due to:
recognition of the adverse environmental effects of
motorised transport; the social exclusion of those
without private cars8; and the rising cost and scarcity
of conventional transport fuels. Sustainable, developed
societies will require greater emphasis on achieving
economic growth with less travel and more efficient
means of transport9.
The planning and provision of a sustainable transport
system servicing the needs of the community should
be consistent with government commitments (national,
State, and local level) and other relevant statute
strategies and policies in the area of transport, land
use, and environment. At the same time it is necessary
to review and update high-level transport strategies to
reflect new directions and changing circumstances to
improving transport. The issue of change is important in
planning cities to become resilient cities of tomorrow.
Better ways need to be found to access locations of
employment, services and activities as people seek to
minimise long distances travel. While access to transport
and opportunities is more important than mobility, both
accessibility and mobility are necessary considerations
in overall transport planning. The Department of
Transport’s Perth Metropolitan Transport Strategy11 states:
• “Accessibility can be achieved through mobility,
proximity or the use of electronic communications;
• Good mobility can contribute…by enabling a
person to move from one place to another or to
have goods or services delivered;
• Proximity is a measure of how close desired goods
or services are. Good [ie close] proximity can
contribute…by enabling people to gain the benefits
of nearby facilities;
“Thus resilient cities will have strong social capital,
which will strengthen their ability to respond to the
challenge of rethinking how their city is powered,
where and how their resources originate, and
how they travel. …. Change is not primarily about
technology, but about how cities function at a basic
cultural level. The necessary technologies will be
adopted if we are able to create strong communities
of hope that will take on these issues with confidence
and strong political commitment.” 10
• Electronic communications, including telephones,
faxes and computer links, contribute…by enabling
people to make direct contact with the providers of
goods and services without actually moving”.
The emphasis on transport needs to be on reducing
transport cost and motorised travel while maintaining to
assist in the development of sustainable communities.
Transport investment, transport intensity and economic growth. Standing
Advisory Committee for Trunk Road Assessment: London, England
www.dft.gov.uk/pgr/economics/sactra/transportinvestmenttransport3151.
html
7
8
Running on Empty: Transport, social exclusion and environmental justice.
Karen Lucas (Ed). The Policy Press, University of Bristol: Bristol, England.
9
A Discussion on Decoupling Economic Growth from the Emissions of
Carbon Dioxide. Waikato Regional Council: Hamilton, New Zealand. www.ew.govt.nz/publications/Technical-Reports/A-Discussion-onDecoupling-Economic-Growth-from-the-Emissions-of-Carbon-Dioxide
10
11
Metropolitan Transport Strategy, 1995–2029. Department of Transport:
Perth, Western Australia www.transport.wa.gov.au/tsmart_mts.pdf
Resilient Cities: Responding to Peak Oil and Climate Change.
Peter Newman, Timothy Beatley and Heather Boyer, Island Press, 2009
9
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BACKGROUND & CONTEXT - PART 1
Accessibility versus mobility-based transport planning (Litman, 2003)12
“Accessibilityy (or just access) refers to people’s ability to reach desired goods, services, activities and
destinations (together called opportunities). For example, a step ladder provides access to a high shelf,
a store provides access to goods, and a library or computer provides access to information. Access is the
ultimate goal of most transportation, excepting the small portion of travel in which movement is an end in
itself, (e.g. cruising, historic train rides, jogging, etc.).
Many factors can affect accessibility, including mobilityy (physical movement), road and path connectivity,
land use patternss (the location of activities), and mobility substitutess (telecommunications and delivery
services). The affordability, information availability, and even the social acceptability of transport options
can also affect overall accessibility.
Conventional planning often evaluates transport system performance based primarily on mobility (using
indicators such as traffic speed and vehicle operating costs), ignoring other accessibility factors and
improvement options. For example, with mobility-based planning, the only practical solution to traffic
congestion is to expand roadway capacity. Accessibility-based planning allows other solutions to be
considered, including improvements to alternative modes, more accessible land use patterns, and
improvement to mobility substitutes. Accessibility-based transport planning tends to support sustainability
by expanding the scope of analysis and supporting more resource-efficient solutions. As a result, as much
as possible, sustainable transportation indicators should reflect accessibility-based planning.”
planning.”
In the short-term, the location of activities and where
people live are largely fixed and mobility is the main
key to accessibility. However, it is important that people
(and businesses) are actively aware of local activities
and transport opportunities such as walking, cycling and
public transport. In the longer term, people and business
move around.
With good planning and appropriate incentives, these
changes can improve accessibility, with reduced travel
costs and time. Since the Perth Metropolitan Transport
Strategy (Department of Transport, 1995) was developed,
mobility-based transport planning has been impacted by
higher transport costs because of rising fuel prices.
1.3 Who is responsible for
transport?
1.3.1 Commonwealth Government and
transport
The Commonwealth Government is taking a renewed
interest in city transport. The Commonwealth Department
of Infrastructure and Transport13 contributes to the
wellbeing of all Australians by assisting the Government
to promote, evaluate, plan and invest in infrastructure
and by fostering an efficient, sustainable, competitive,
safe and secure transport system.
There are other factors in the system at national
level including the Police, the National Transport
Commission14, Department of Transport‘s Office of Rail
Safety15, Department of Infrastructure and Transport Road
Safety16, and many more, which cover the full range of
12
Online TDM Encyclopedia-Sustainable Transportation, Canada
www.vtpi.org/tdm/tdm67.htm
10
Guidelines
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integrated transport plans
13
Commonwealth Department of Infrastructure and Transport
www.infrastructure.gov.au/department/about/about.aspx
14
National Transport Commission www.ntc.gov.au/
15
Department of Transport ‘s Office of Rail Safety
www.infrastructure.gov.au/rail/safety/index.aspx
16
Department of Infrastructure and Transport Road Safety
www.infrastructure.gov.au/roads/safety/index.aspx
BACKGROUND & CONTEXT - PART 1
broad activities in transport such as regulations, pricing,
construction, maintenance, operations, enforcement and
behaviour change. These can generally be applied to the
provision of transport infrastructure, vehicles, drivers and
land use across different States of Australia.
The Infrastructure Australia Act 2008 led to the
establishment of Infrastructure Australia, a federal body
providing infrastructure advice on a wide range of issues17.
Infrastructure Australia advises governments, investors
and owners on:
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efficient utilisation of national infrastructure
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Infrastructure Australia is a potential funding source
for transport projects, including public transport.
Infrastructure Australia will only recommend funding for
projects that are well planned and fully integrated.
In December 2009, the Council of Australian
Governments (COAG) agreed to a set of criteria for future
strategic planning of Australia’s capital cities. The first
of these criteria is that capital city planning systems be
integrated across:
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planning, economic and infrastructure development,
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and
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COAG agreed that all State governments are to have
in place plans that meet the criteria, and noted that
the federal government would link future infrastructure
funding decisions to achieving these criteria.
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17
Infrastructure Australia www.infrastructureaustralia.gov.au
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BACKGROUND & CONTEXT - PART 1
1.3.2 State government and transport
The following Western Australian State Government
agencies have a vested interest in integrated transport
planning:
(a) Department of Transport
The Department of Transport18 administers the Transport
Coordination Act 1966 (WA). The Act provides for the
coordination, planning and advancement of all transport
forms in the State.
Main Roads’ vision is to create a safe and efficient road
network to support a vibrant community, help ensure
economic vitality, and promote environmental values.
Its strategic framework ensures it effectively develops,
maintains and operates one of the largest road networks
in the world, and supports the State’s present and future
road use20.
Main Roads manages strategic freight routes in the Perth
metropolitan area and all AusLink (national) and State
roads. Local governments are responsible for other roads.
(c) Public Transport Authority
The Department of Transport is responsible for integrated
transport planning, planning for major transport (rail and
road) proposals, public transport infrastructure, State
ports, and major transport corridor planning. Its key focus
is on operational transport functions, strategic transport
planning and policy across the range of public and
commercial state transport systems.
The Public Transport Authority21 was established in
2003, combining Transperth, School Bus Services, local
regional bus services and State Government railways.
It is responsible for providing public transport, with the
vision to increase its use through customer-focused, safe
and economical transport services. It operates four major
service systems across Western Australia:
Agencies under the transport portfolio in Western
Australia are Main Roads WA, the Public Transport
Authority and eight port authorities. These agencies are
covered by individual legislation and are responsible for
modal planning, operating the transport network and
delivering transport-related projects.
Transport portfolio agencies adopt an integrated
approach to transport policy development and
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major integrated transport planning, proposals and
projects. They are generally involved in the delivery of
state-funded projects.
(b) Main Roads Western Australia
Main Roads WA19 is responsible for the planning,
infrastructure delivery and maintenance of Western
Australia’s highways and main roads, which represent
almost one third of the State’s total assets.
1. Transperth – an integrated bus, train and ferry
service that employs contractors for train
operations, three bus companies, a ferry service,
BOEDMFBOJOHBOENBJOUFOBODF
2. TransWA – a regional rail service comprising the
Australind, Prospector, MerredinLink and AvonLink
as well as a regional coach fleet that services 275
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3. Regional Town Services – a regional bus service
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4. School Bus Services – a contractor that manages
more than 800 school bus contracts.
The Public Transport Authority’s Network and
Infrastructure division manages and maintains the
metropolitan railway infrastructure and protects the
long-term viability of the state’s freight rail corridor and
infrastructure. The division is responsible for:
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Main Roads handles about 12 per cent of the State’s
150,000 km road network, covering an area of 2.5
million square kilometres. This represents around 60 per
cent of the State’s road traffic.
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and
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18
Department of Transport www.transport.wa.gov.au
19
Main Roads Western Australia www.mainroads.wa.gov.au
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Guidelines
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20
Main Roads WA Strategic Plan 2k12 www.mainroads.wa.gov.au/
AboutMainRoads/AboutUs/Pages/StrategicPlan.aspx
21
Public Transport Authority www.pta.wa.gov.au/
BACKGROUND & CONTEXT - PART 1
(d) Office of Road Safety
(e) Department of State Development
Road safety in Western Australia is managed in a welldefined administrative framework through the Road
Safety Council, which is supported by the Office of Road
Safety22.
On behalf of the Western Australian Government,
the Department of State Development coordinates
and prioritises all infrastructure proposals submitted
to Infrastructure Australia for federal funding. The
Department of Transport assists the Department of
State Development with this task in relation to major
transport infrastructure proposals to ensure state and
local government transport proposals align with the
government’s high-level policy framework and transport
infrastructure priorities23.
The Road Safety Council comprises members from
government agencies and representatives from the
Insurance Commission of Western Australia, local
government and the Royal Automobile Club, which
represents road users. The council provides leadership
and coordinates key areas of road safety policy, research,
program evaluation and community education.
The Office of Road Safety is responsible for research and
policy that helps develop road safety strategies. It also
manages road safety education campaigns, partnership
programs and community consultation. The office acts
as the main government agency for road safety and
works closely with Road Safety Council members.
22
Office of Road Safety www.ors.wa.gov.au
13
Guidelines
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integrated transport plans
The Department of State Development also works
to attract strategic investment to Western Australia,
assist the development of export markets, and enable
the development of strategic industrial land and
infrastructure, including transport infrastructure.
23
Department of State Development
www.dsd.wa.gov.au/4868_8291.aspx
BACKGROUND & CONTEXT - PART 1
(f) Department of Planning
The Department of Planning24 administers the
Planning and Development Act 2005 (WA)25. The Act
is the primary statute covering land-use planning and
sustainable use and development of land in Western
Australia, and infrastructure coordination.
The Department is responsible for:
The Commission exercises many of its functions through
a number of committees. The following Committees
comprise important stakeholders with interests in
integrated transport planning initiatives, and give
considerations to transport planning and infrastructure
strategic proposals and programs in the State:
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Infrastructure Coordinating Committee
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The committee advises the Western Australian
Planning Commission on planning for the
provision of physical and community infrastructure
throughout the State. It has the powers to
coordinate the metropolitan development program,
the country land development program, and the
provision of infrastructure for land development.
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and
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Sustainable Transport Committee
The committee advises the Western Australian
Planning Commission on transport planning
throughout the State. It has decision-making
powers in relation to transport matters in the Perth
metropolitan region and on strategic issues across
the State.
(g) Western Australian Planning Commission
The Western Australian Planning Commission26 is
responsible for:
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transport planning and land development across
Western Australia.
The Western Australian Planning Commission’s State
Planning Policy Framework27 establishes a planning
process hierarchy for the state. According to Directions
2031 and Beyond (2010)28 – the State‘s highest level
spatial framework and strategic plan for the Perth
metropolitan area, people should be able to easily meet
their education, employment, recreation, service and
consumer needs within a reasonable distance of their
home.
The framework provides for different lifestyle choices,
vibrant nodes for economic and social activity and
a more sustainable urban transport network. The
framework also encourages a long-term approach to the
provision of infrastructure in an economically sustainable
way.
24
Department of Planning www.planning.wa.gov.au/652.asp
25
Planning and Development Act 2005 (WA).
www.planning.wa.gov.au/651.asp
26
Western Australian Planning Commission.
www.planning.wa.gov.au/651.asp
14
Guidelines
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27
State Planning Policy Framework
www.planning.wa.gov.au/publications/1160.asp
28
Directions 2031 and beyond (WAPC, 2010)
www.planning.wa.gov.au/publications/826.asp
BACKGROUND & CONTEXT - PART 1
The statutory mechanism to assist strategic planning
is provided by region schemes29 prepared by the
Commission. Region schemes coordinate major
infrastructure (including transport infrastructure) and
sets aside areas for regional open space and other
community purposes. A region scheme usually covers
more than one local government area. The content of
the scheme may vary for each region, but they generally
set out broad land-use zones or policy areas and identify
land required for regional purposes.
1.3.3 Local government and transport
Local government plays a key role in transport planning
and has an extensive role in road transport including
road construction and maintenance, but a more limited
role in other transport modes and services in the Perth
metropolitan region and other urban areas.
Given that a substantial part of the transport system
is outside the government’s control, local government
cooperation with other agencies and private sector is
necessary in achieving good transport outcomes.
The contribution of local governments to the efficiency
of the region’s transport system promotes a prosperous
local economy and maintains quality of life for current
and future generations.
The transport infrastructure roles and responsibilities of
local government are generally for the planning, design
and construction and maintenance of local roads,
bridges, footpaths, drainage, parking facilities and street
parking30. Local roads are under local government
jurisdiction which includes responsibility for the final
road design, construction, maintenance and funding of
local road improvements including road safety.
Main Roads WA is responsible for markings and signage
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all local roads.
Other Regional Roads (as defined in the WA Planning
Commission’s Metropolitan Region Scheme)31 serve
important regional through traffic functions, and are the
responsibility of local governments.
29
WAPC region schemes www.planning.wa.gov.au/639.asp
30
Western Australian Local Government Association
www.walga.asn.au/about_lg
31
WAPC Metropolitan Region Scheme
www.planning.wa.gov.au/1222.asp
15
Guidelines
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Planning for Other Regional Roads is undertaken by the
WA Planning Commission together with the responsible
local government, but local governments are responsible
for the final design, construction and management of
these roads.
If there is a community need for road improvement,
local governments undertake road network analyses
and consult with relevant agencies, stakeholders and
residents before deciding on a course of action.
BACKGROUND & CONTEXT - PART 1
Potential local government funding sources for road and
safety improvements are: taxation and council rates paid
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#MBDL4QPUQSPHSBNTBOEUIF3PBETUP3FDPWFSZGFEFSBM
program. This funding is generally inadequate, therefore,
an integrated transport plan can be a key source to
help in delivering external funding for local government
transport infrastructure projects.
Local government’s involvement in integrated transport
planning extends beyond local transport needs. Local
government has to act in the best interests of the
community and seek transport outcomes consistent with
community goals such as:
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and reducing greenhouse gas emissions.
Successful integrated transport planning can only be
achieved if all levels of government work together to
achieve a common goal. In the Perth CBD for example,
the Western Australian Government and the City of
Perth supported an employment and residential growth
strategy and collaborated on initiatives to reduce car
parking and increase public transport and travel options
to and within the city.
The Perth Parking Policy, as part of the Perth Parking
Management Act 199932, is a current plan to:
The result has seen a significant change in the way
people travel to the city. In the mid-1990s, 50 per cent of
city workers drove to work, and 35 per cent used public
transport. These figures were reversed in 2010, with 50
per cent of work trips made by public transport and only
35 per cent by car.
Traffic volumes along Barrack and William Streets are
half of what they were 15 years ago. Reduced city
traffic volumes have enabled bus priority measures to
be introduced. Further initiatives are planned to further
reduce vehicular traffic. The City of Perth is continuing its
plan to widen footpaths and plant trees – to improve the
city’s profile and encouraging investment and growth.
Responding to challenges and community expectations
for sustainable transport requires strategies to integrate
land use and transport options to reduce daily travel time
to activities and opportunities. This requires moving the
trend of private car use towards other means of travel
including public transport and active travel. Accordingly,
community benefits such as less traffic congestion and
improved health and fitness through more walking,
cycling and public transport can be significant.
Many local governments have recognised the need to
develop strategic transport plans in partnership with
State government agencies and other stakeholders.
They understand that expenditure for transport
infrastructure construction and maintenance can be
reduced if integrated transport plans for all transport
modes and their facilities within the local government
area are developed.
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environmentally.
32
Perth Parking Policy www.transport.wa.gov.au/aboutus/20228.asp
16
Guidelines
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BACKGROUND & CONTEXT - PART 1
17
Guidelines
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integrated transport plans
NATIONAL
Long term Strategic Goals
Integrated Transport Plans
REGIONAL
Integrated Transport Planning Principles
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STATE
LOCAL
Short – Medium term LG Strategic Goals
SUB-REGIONAL
Medium term Strategic Goals
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Long – Medium term Strategic Goals
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Strategic Policy Framework
Sustainable Transport System
1.4 Policy framework for
integrated transport plans
Figure 1 – Strategic Policy Framework for integrated transport strategies and plans
BACKGROUND & CONTEXT - PART 1
Responsibilities for planning and managing transport
infrastructure and systems are shared across all three
tiers of government. Federal and State governments have
important roles to play in developing and managing
transport systems and establishing policy frameworks
for local governments. Local government policies and
strategies for transport planning should therefore have
regard to Federal and State strategic transport policy
frameworks.
The policy framework for integrated transport plans
should set local government transport strategies and
plans within state, regional, sub-regional and local crossboundaries. Integrated transport plans should support
overall objectives within the framework of sustainable
transport principles at national, State, regional and local
levels (see Figure 1).
The Australian Local Government Association has
developed a five-point Local Government Roads
and Transport Strategy 2006-2016 that focuses on
collaboration with the federal government, especially on
funding needs. The strategy aims to forge partnerships
between Federal and local governments to deliver
efficient, effective and equitable transport services.
1.4.1 National level policy context
(a) Australian Transport Council
The Australian Transport Council33 is a forum for Federal,
State, Territory and New Zealand ministers to consult and
provide advice to governments on the coordination and
integration of all surface transport and road policy issues
at a national level. The vision and objectives of the
council are shown in Table 1.
33
Australian Transport Council www.atcouncil.gov.au
Note: On 17 September 2011, COAG withdrew the remit of the Australian
Transport Council and replace it with the Standing Council on
Transport and Infrastructure (SCOTI - www.scoti.gov.au/)
18
Guidelines
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BACKGROUND & CONTEXT - PART 1
Table 1 – Vision and objectives for national integrated transport system
Vision
Objectives
Australia requires a safe, secure, efficient, reliable and integrated national transport system that supports and
enhances our nation’s economic development and social and environmental wellbeing
Economic
To promote the efficient movement of people and goods in order to
support sustainable economic development and prosperity.
Safety
To provide a safe transport system that meets Australia's mobility,
social and economic objectives with maximum safety for its users.
Social
To promote social inclusion by connecting remote and
disadvantaged communities and increasing accessibility to the
transport network for all Australians.
Environmental
To protect our environment and improve health by building
and investing transport systems that minimise emissions and
consumption of resources and energy.
Integration
To promote effective and efficient integration and linkage of
Australia's transport system with urban and regional planning at
every level of government and with international transport systems.
Transparency
Transparency in funding and charging to provide equitable access to
the transport system, through clearly identified means where full cost
recovery is not applied.
Source: Australian Transport Council (2006)
(b) National Charter of Integrated Land Use and
Transport Planning34
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In 2003, national, State and Territory Ministers for
Transport and Ministers for Planning endorsed a Charter
for Integrated Land Use and Transport Planning. The
Charter commits to an agreed set of practices and
cooperation to achieve better outcomes for land use and
transport planning at national level.
- making it safer and easier for people to access
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The Charter aims for greater integration of land use and
transport planning across agencies, jurisdictions and
government levels to facilitate effective and sustainable
urban and regional development across Australia,
through:
34
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- improving freight access to key terminals and freight
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- providing efficient distribution of goods and services
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- ensuring flexibility to meet the demands of a
changing economy and market environments.
National Charter of Integrated Land Use and Transport Planning.
Australian Transport Council: Canberra, Australia. www.atcouncil.gov.au/
documents/files/National_Charter_ATC_MAY_03.pdf
19
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BACKGROUND & CONTEXT - PART 1
The Charter states that land use and transport planning
must withstand changes in technology, social conditions,
values, resource constraints and other key factors. It
states the following nine aims on integrated planning
and outcome areas of integrated land use and transport
planning:
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3. increasing accessibility by widening choices
in transport modes and reducing vehicle travel
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4. making better use of existing and future
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6. creating places and living areas where transport
and land use management support the
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7. increasing opportunities for access in both the
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9. recognising the unique needs of regional and
remote communities.
Responsibility for implementing the Charter’s main
objectives rests with each State, Territory and the Federal
Government. Local governments play a central role in
land use and transport planning for areas within each
State and Territory.
(c) National Guidelines for Transport System
Management in Australia35
In 2006, the Australian Transport Council released the
National Guidelines for Transport System Management in
Australia (Figure 2), which aims to provide a consistent
framework and processes, methods and tools to assist
and guide transport planning and decision-making
across Australia. This provides a useful guide to transport
planning issues and methods, but its primary focus is on
motorised transport.
The National Guidelines for Transport System
Management in Australia propose a concise planning
methodology setting out many principles of integrated
transport planning. The focus is on achieving transport
objectives – this was seen as a community response for
transport which would serve and support needs.
35
20
Guidelines
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National Guidelines for Transport System Management in Australia,
Australian Transport Council: Canberra, Australia. Five volumes: 1
*OUSPEVDUJPOUPUIF(VJEFMJOFTBOE'SBNFXPSL4USBUFHJD5SBOTQPSU
1MBOOJOHBOE%FWFMPQNFOU"QQSBJTBMPG*OJUJBUJWFT6SCBO5SBOTQPSU
Background Material. www.atcouncil.gov.au/documents/files/National_
Guidelines_Volume_2.pdf
BACKGROUND & CONTEXT - PART 1
Figure 2 – National Guidelines for Transport System Management –
Objectives and the Framework
Objectives &
Policies
Attainment of objectives
Implementation
Whole of
government &
societal
objectives
Examples
Transport
system
objectives
Prosperity &
economic
growth
Equity &
social
cohesion
Environmental
sustainability
Efficiency
Accessibility
Noise
Transport
policy options
& choices
Choices
Options
Other phases
of transport
system
management
framework
Planning
Investment
Regulation
Pricing
Land use
Management
Enforcement
Design rules
Other
Source: National Guidelines for Transport System Management in Australia, Australian Transport Council (2006).
(d) Infrastructure Australia
Infrastructure Australia is a federal statutory body
established to develop a blueprint for the nation’s future
infrastructure needs. It also aims to implement strategies
involving the States, Territories, local government and
the private sector. It has significant influence on Federal
Government infrastructure funding including the multibillion dollar Building Australia Fund.
The Major Cities Unit is an important part of
Infrastructure Australia. It was established to advise the
Australian Government and Infrastructure Australia on
policy, planning and infrastructure issues that impact
cities and suburbs. The Unit aims to coordinate national,
State and Territory governments, the private sector and
community to help secure the nation’s economic, social
and environmental wellbeing through our cities.
The Unit’s vision for Australian cities is that they are:
- productive and globally competitive – with
integrated land use, transport and infrastructure
planning driving more efficient investment and
PVUDPNFT
21
Guidelines
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integrated transport plans
- liveable – improving the quality of life, health and
XFMMCFJOHPGQFPQMFXIPMJWFJOXPSLPSWJTJUDJUJFT
and
- sustainable – environmentally, socially and
economically.
To support this vision, the Unit undertakes work in:
- Governance and policy – Integrated governance
structures and best practice strategic planning to
support coordinated development of Australia’s
cities and set a geographic context for policy,
planning and investment decisions, including
infrastructure. Work is across portfolios to link
cities with other relevant national priorities such as
climate change, housing, health and innovation.
- Engagement and consultation – National, State,
Territory and local governments have roles to play
in meeting the key challenges and opportunities to
improve the productivity, liveability and sustainability
of Australia’s cities. This can only be achieved by
working in partnership with communities and the
private sector.
BACKGROUND & CONTEXT - PART 1
- Research, benchmarking and best practice –
A strong information base is required to better
understand growth and change in Australian cities,
identify issues and priorities for action, and inform
best paths for public and private investment. It is
a benchmark for city performance, and monitors
progress towards goals.
The vision and supporting work areas are consistent with
integrated transport planning.
The Major Cities Unit releases anually State of Australian
Cities reports36, which provide useful comparative
information to identify opportunities to improve planning
and delivery of transport infrastructure and services.
(e) National Road Safety Strategy
2011–2020 (ATC, 2011)37
This National Road Safety Strategy 2011–2020 aims
to elevate Australia’s road safety ambitions through the
coming decade and beyond. It is firmly based on Safe
System principles and is framed by the guiding vision
that no person should be killed or seriously injured
on Australia’s roads. As a step towards this long-term
vision, the strategy presents a 10-year plan to reduce the
annual numbers of both deaths and serious injuries on
Australian roads by at least 30 per cent.
The strategy sets out our 10-year directions for a safer
road transport system, with governments committing
to a number of first steps, and identifying a range of
additional steps for further consideration. It focuses on
the main areas where there is evidence that sustained,
coordinated effort can lead to large gains. It also focuses
on measures which may not see results for some time
but which will lead to long-term improvement.
This National Road Safety Strategy represents a
commitment of Federal, State and Territory governments
to an agreed set of national road safety goals,
objectives and action priorities. It will be supported by a
comprehensive performance monitoring and reporting
regime.
Road safety is a key public policy issue and should be
addressed in integrated transport plans on a broader
basis.
(f) Australian National Cycling Strategy
2011–2016 (Austroads, 2011)38
The strategy’s aim is to double the number of people
cycling in Australia by 2016. This is an ambitious target
to set, but it is important to aim high when setting goals.
The stated aim of the strategy is achievable with the
cooperative approach that the NCS 2011-16 has set with
its six key priorities and objectives: cycling promotion,
infrastructure and facilities, integrated planning, safety,
monitoring and evaluation, and guidance and best
practice. These key priorities have generic actions
that can be applied within states, territories and local
governments in accordance with community aspirations,
priorities and available resources.
(g) Our Cities, Our Future – A National Urban
Policy for a productive, sustainable and
liveable future (Australian Government,
2011)39
In 2014 there will be the first of two reviews of the
strategy, including assessment of the progress we are
making in delivering the strategy’s initiatives.
State, Territory and local governments are key players
in shaping and managing our cities. These levels of
government provide most of the facilities and services
that maintain community wellbeing such as health,
education, law and order. They invest in infrastructure,
such as roads and railways, as well as investing in
or regulating other utilities like power and water.
Together, these levels of government have the primary
responsibility for planning for urban growth and change
and have the responsibility for statutory land use
planning development approvals. The National Urban
Policy will, in the broadest sense, seek to guide public
and private investment to achieve optimal socioeconomic and environmental outcomes in our cities.
36
State of Australian Cities, 2010. Major Cities Unit, Infrastructure Australia:
Canberra, ACT.
www.infrastructure.gov.au/infrastructure/mcu/
38
Australian National Cycling Strategy 2011-2016 (Austroads, 2011)
www.onlinepublications.austroads.com.au/items/AP-C85-10
39
37
National Road Safety Strategy 2011-2020 (ATC, 2011)
www.atcouncil.gov.au/documents/files/NRSS_2011_2020_20May11.pdf
National Urban Policy for a productive, sustainable and liveable future
(Australian Government, 2011)
www.infrastructure.gov.au/infrastructure/mcu/files/Our_Cities_National_
Urban_Policy_Paper_2011.pdf
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BACKGROUND & CONTEXT - PART 1
(h) National Disability Strategy 2010–2020 and
Disability Discrimination Act 1992
Integrated transport planning must provide suitable
access for people with disability who have difficulty using
conventional transport.
The National Disability Strategy 2010 -201040 creates a
policy framework to engage with people with disability.
The goal is to enable them to realise their aspirations,
maximise their independence and participate in their
communities. One of the principle policy directions is
providing “a public, private and community transport
system that is accessible for the whole community”.
The ability to move around the community underpins all
aspects of life for people with disability and is essential
to achieving all the policy outcomes outlined in this
strategy – from learning and skills, to employment and
to the enjoyment of rights. In order to move freely around
the community, people with disability need access to
private as well as public transport. This can be achieved
through modified motor vehicles and accessible parking.
However, people with disability are often still unable
to make use of footpaths, cycle paths and local roads
as many of these have not been designed to be fully
accessible. A continuous accessible path of travel for
people with disability needs to connect public transport
nodes with local services and accessible housing.
Relevant legislations for people with disabilities using
transport services is the Disability Discrimination Act,
199241.
1.4.2 State level policy context
(a) State Sustainability Strategy
Western Australia developed the world’s first government
Sustainability Strategy, Hope for the Future42, in 2003.
This strategy focuses on the need to integrate economic,
environmental and social issues in development,
assessment and implementation of policies and plans.
The State Sustainability Strategy’s integrated land use
and balanced transport approach reflects the principles
and objectives of the National Charter of Integrated
Land Use and Transport Planning, 2003. It states that
integrating land use and balanced transport is most
important for creating sustainable communities.
The State Sustainability Strategy is consistent with
the integrated transport and land use planning policy
objectives of:
t UIFMetropolitan Transport Strategy (Department of
5SBOTQPSU
BOE
t UIFState Planning Strategy8"1$
(b) Metropolitan Transport Strategy43
The Metropolitan Transport Strategy 1995-2029 provides
directions for achieving a balanced, efficient and
effective transport system for the Perth metropolitan
region to 2030. It requires cooperation of all levels of
government, the community and business.
The strategy established six key principles to achieve
its vision: safety, efficiency, effectiveness, environmental
responsibility, social responsibility and robustness.
The strategy defines numerical targets related to the
outlined principles. Targets relate to social and economic
outcomes and reducing private car use. Targets should
ideally meet the desired changes to 2029 (Figure 3).
The strategy also recognises the complex, interactive
relationship between urban land use and transport.
It proposes that communities benefit when people
can independently access their needs by walking and
40
www.coag.gov.au/coag_meeting_outcomes/2011-02-13/docs/national_
disability_strategy_2010-2020.pdf
41
www.austlii.edu.au/au/legis/cth/consol_act/dda1992264
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Guidelines
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42
Hope for the future: The Western Australian State Sustainability Strategy.
Government of Western Australia: Perth, WA.
www.dec.wa.gov.au/content/view/3523/2066/
43
Metropolitan Transport Strategy, 1995-2029. Department of Transport:
Perth, Western Australia. www.transport.wa.gov.au/tsmart_mts.pdf
BACKGROUND & CONTEXT - PART 1
Figure 3 – Targets of the Metropolitan Transport Strategy 1995-2029
1991 Use
Current Pattern
2029 Use
Current Pattern
2029 Use
MTS Target
(trips/day
% of total trips)
(trips/day
% of total trips)
(trips/day
% of total trips)
8,000,000
Total personal trips
6,707,000
7,000,000
Car driver 70.5%
Total personal trips
6,457,000
Car driver 46%
6,000,000
5,000,000
Total personal trips
4,092,000
Car driver 63%
4,000,000
Car passenger 11.5%
3,000,000
Walk only 12.5%
2,000,000
Car passenger 9%
Car passenger 13%
Cycle 11.5%
Walk only 5.8%
Walk only 10%
Cycle 8%
1,000,000
0
Cycle 5.7%
Public transport 12.5%
Public transport 6.4%
Public transport 4.8%
Other (taxi,motorcyle etc) 2%
Other (taxi,motorcyle etc) 1.8%
Other (taxi,motorcyle etc) 2%
Total personal trips
4,092,000
Total personal trips
6,707,000
Total personal trips
6,457,000
Commercial trips
493,000
Commercial trips
818,000
Commercial trips
818,000
Source: Metropolitan Transport Strategy, 1995-2029. Department of Transport Perth, Western Australia (1995).
24
Guidelines
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BACKGROUND & CONTEXT - PART 1
cycling, as well as by using cars and public transport.
This requires mixed land use, with amenities such as
housing, schools, sports centres, shops and other nearby
services.
The principles of the Metropolitan Transport Strategy also
apply to regional urban centres with more emphasis
placed on local transport access like walking and cycling.
The strategy is subject to review by the Department of
Transport in accordance with the Directions 2031 and
beyond (2010) strategic plan for Perth and Peel.
The Department of Transport is developing a Moving
People Network Plan with its focus being on moving
people rather than vehicles. Together with the proposed
Perth and Peel Freight and Intermodal Network Plan
the Moving People Network Plan is going to replace
the Metropolitan Transport Strategy 1995-2029 as the
strategic transport planning and policy document for
metropolitan Perth and Peel region.
(c) State Planning Strategy44
Directions 2031 takes into account the State Planning
Strategy and the WA Planning Commission’s State
Planning Policy Framework, and establishes a planning
process hierarchy. Key policies required to implement
Directions 2031 include the State Planning Policy 4.2
Activity Centres for Perth and Peel, and the Central
and Outer Perth Metropolitan and Peel Sub-regional
Strategies. The Directions 2031 and beyond policy
framework is shown on Figure 4.
Directions 2031 and beyond identifies three structural
elements of an integrated city:
1. activity centres network – a network and hierarchy
of centres that provide more equitable distribution
PGKPCTTFSWJDFTBOEBNFOJUZUISPVHIPVUUIFDJUZ
2. movement network – an integrated system of public
and private transport networks designed to support
and reinforce the activity centre network, and
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3. green network – a network of parks, reserves
and conservation areas that support biodiversity,
preserve natural amenity and protect valuable
natural resources.
The State Planning Strategy (WAPC, 1997) provides
broad strategic directions and outlines a set of planning
principles, objectives and priorities for strategic land use
and future development in Western Australia.
Since 1997, the State has undergone significant
economic and population growth, resulting in
unprecedented pressure for new development. As such,
the State Planning Strategy is currently under review and
revision by the Department of Planning to reflect current
driving forces, which will affect strategic priorities for
future land use and infrastructure in the State. The State
Planning Strategy remains the only strategic planning
document of its kind in Australia that is required by
legislation (Planning and Development Act 2005).
(d) Directions 2031 and beyond
Directions 2031 and beyond (2010)45 is the highest level
spatial framework and strategic plan for the metropolitan
Perth and Peel regions, guiding population, housing and
employment growth to 2031 and beyond.
44
State Planning Strategy. Western Australian Planning Commission
www.planning.wa.gov.au/publications/1185.asp
45
www.planning.wa.gov.au/publications/826.asp
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26
Guidelines
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Metropolitan and
Peel Region Schemes
The highest level metropolitan
spatial framework and strategic plan
Directions 2031 guides planning
policy to accommodate and manage
population growth within Perth
and Peel to 2031 and beyond
Directions 2031
Regional
Source: Directions 2031 and beyond, Western Australian Planning Commission, 2010.
Includes the State Planning
Framework (SPP No.1) and key
sectoral policies (SPP No.2 - SPP No.6)
which further articulate the broad
themes set out in the State
Planning Strategy
Statement of Planning Policy
The State Planning Strategy provides
the broad strategic direction for
Western Australia
State Planning Strategy
State
The Urban Development Program is a continous program
detailing new residential land and infrastructure
requirements and will serve as an evaluation tool to
measure the delivery of the objectives of Directions
2031and the sub-regional strategies
Urban Development Program
Sub-regional structure plans are
informed by the sub regional strategies
and provide comprehensive planning
guidance on a sub-regional level for the
short, medium and long term
Sub-regional Structure Plans
Sub-regional strategies for the Perth
metropolitan and Peel regions
provide guidance at sub-regional level
for delivering the objectives of
Directions 2031 and how to achieve the
housing and employment targets
Metropolitan
Sub-regional Strategies
Sub-regional
Local Structure Plans,
Precinct Plans and
Activity Centre Plans
Local Planning
Schemes
Local Planning
Strategies
Local
Figure 4 – Directions 2031 and beyond policy framework
BACKGROUND & CONTEXT - PART 1
Figure 5 – Directions 2031 and beyond objective and strategies for an accessible city
Theme
Objective
Strategies
Accessible
All people should be able to
easily meet their education,
employment, recreation, service
and consumer needs within a
reasonable distance of their
home.
Connect communities with jobs and services.
Improve the efficiency and effectiveness of public transport.
Encourage a shift to more sustainable transport modes.
Maximise the efficiency of road infrastructure.
Manage and reduce congestion.
Protect freight networks and the movement economy.
Consider parking in the overall transport picture.
Plan and develop urban corridors to accommodate medium-rise
higher density housing development.
Plan and develop transit-oriented developments to accommodate a
mixed use and medium-rise higher density housing development.
Source: Directions 2031 and beyond. Western Australian Planning Commission (2010)
Directions 2031 proposes that a city should be:
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(e) Policies and guidelines (Western Australian
Planning Commission46)
The Western Australian Planning Commission publishes
policies and guidelines on the Planning WA47 website,
to assist local governments with the roles and
responsibilities. Some of them, which relate to transport
planning, are noted below.
- State Planning Policy 4.2 Activity Centres for
Perth and Peel48 – a State policy for planning and
development of activity centres throughout Perth
and Peel regions.
The main objective for an accessible city (Figure 5) is
“All people should be able to easily meet their education,
employment, recreation, service and consumer needs
within a reasonable distance of their home”.
The policy aims for employment, goods and services
to be accessed efficiently and equitably by the
community and by all transport modes. It states
that activity centres should be located and planned
to reduce transport energy demands and private
vehicle kilometres per capita.
These concepts also apply to sub-regional and local
areas, and to urban centres outside the metropolitan
region – with greater emphasis placed on local access
and non-motorised modes of transport.
Activity centres should have levels of activity,
accessibility and diversity sufficient to attract
people and sustain public transport, and a range
of other services and economic activities. Activity
centres should offer a high standard of amenity and
urban design, and be planned on public transport
principles.
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Guidelines
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46
www.planning.wa.gov.au/618.asp
47
www.planning.wa.gov.au/
48
www.planning.wa.gov.au/publications/1178.asp
BACKGROUND & CONTEXT - PART 1
- Liveable Neighbourhoods51
- State Planning Policy 3 – Urban Growth and
Settlement49
An operational policy for design and approval of
urban development.
This policy sets out the principles and
considerations which apply to planning for urban
growth and settlements in Western Australia.
It applies to structure planning and subdivision for
greenfield sites and the redevelopment of large
brownfield and urban infill sites. Design layout of
a subdivision determines the urban form which, in
turn, sets urban character and design. It can allow
or inhibit:
The main objectives of this policy are to promote a
sustainable and well-planned pattern of settlement
across the state, with sufficient and suitable land to
provide for a wide variety of housing, employment,
recreation facilities and open space.
t TPDJBMJOUFSBDUJPO‰GPSFYBNQMFCZBMMPXJOH
more car use, or alternatively encouraging
XBMLJOHDZDMJOHBOEQVCMJDUSBOTQPSU
It aims to promote the development of a sustainable
and liveable neighbourhood form which reduces
energy, water and travel demand while ensuring
safe and convenient access to employment and
services by all modes. It also provides choice
and affordability of housing and creates an
identifiable sense of place for each community.
Another objective of the policy is to coordinate new
development with the efficient, economic and timely
provision of infrastructure and services.
t BDDFTTUPGBDJMJUJFTGPSVTFSTPGUIFVSCBO
FOWJSPONFOUBOE
t PQQPSUVOJUJFTGPSMPDBMCVTJOFTTBOEFNQMPZNFOU
- Development Control Policy 1.5 Bicycle Planning
A policy to improve cycling safety and
convenience52.
- State Planning Policy 5.4 – Road and Rail Transport
Noise and Freight Considerations in Land Use
Planning50
- Development Control Policy 1.6: Planning to Support
Transit Use and Transit Oriented Development
A policy to plan and develop outcomes to support
and sustain public transport use53.
This is a policy to integrate sustainable land use
with transport. It aims to:
- Transport Assessment Guidelines for Developments54
1. protect people from unreasonable levels of
transport noise by establishing a standardised set
PGDSJUFSJBJOBTTFTTNFOUPGQSPQPTBMT
These guidelines assist in assessing the transport
implications of land use development proposals.
Transport planners within local government are
encouraged to use these guidelines. Proponents
of land use developments and their planning/
transport consultants are also encouraged to trial
the guidelines to assist them in determining the
transport infrastructure required to support their
development proposals and the potential transport
impacts on the surrounding transport network.
2. protect major transport corridors and
freight operations from incompatible urban
FODSPBDINFOU
3. encourage best-practice design and construction
standards for new development proposals, and
new or redeveloped transport infrastructure
QSPQPTBMT
4. facilitate the development and operation of an
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5. facilitate strategic co-location of freight-handling
facilities.
All State planning strategies and policies integrate with
each level of the policy framework (Figure 4) for land
use development and urban growth management and
planning.
49
www.planning.wa.gov.au/publications/1171.asp
51
www.planning.wa.gov.au/650.asp
50
www.planning.wa.gov.au/publications/1182.asp
52
www.planning.wa.gov.au/publications/797.asp
53
www.planning.wa.gov.au/publications/798.asp
54
www.planning.wa.gov.au/publications/1197.asp
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(f) Proposed State and metropolitan
transport plans
The Department of Transport (WA) is currently developing
an integrated multi-mode transport network plan for
the Perth and Peel regions. The Moving People Network
Plan will look holistically at Perth’s transport network
and advise government on critical transport network
improvements: to enable people to travel in a way
that meets economic and social needs of a growing
DPNNVOJUZBOEUPCFFOWJSPONFOUBMMZBOEåOBODJBMMZ
sustainable.
The proposed Moving People Network Plan will be
prepared by the Department of Transport in partnership
with other State Government agencies with vast interests
in integrated transport planning for Western Australia.
The Department of Transport is also developing Perth
and Peel Regions Freight and Intermodal Plan and
Regional Freight Plan. These high level principal transport
documents will address the State’s transport needs for
the medium and long term.
The recently released draft Western Australian Bicycle
Network Plan 2012-2021 would guide the development
and implementation of cycling infrastructure in Perth and
Peel metropolitan region over the next decade.
(g) Draft Public Transport Plan for Perth in 2031
The Department of Transport released in July 2011
the draft Public Transport Plan for Perth in 203155. This
plan identifies the public transport network to support
the growing population and the links to and between
strategic centres as identified in the Directions 2031 and
beyond strategic plan for Perth and Peel.
The plan is consistent with Directions 2031 and
beyond and associated Western Australian Planning
Commission’s sub-regional growth management
strategies. It takes into account anticipated growth of
the Perth metropolitan region to 2031 and the resulting
increased demand for public transport services.
Public transport, particularly transit will play a vital role in
addressing congestion and accessibility issues as Perth
grows to an expected population of 2.2 million by 2031.
This plan identifies the main public transport
infrastructure needs and required links between major
activity centres such as universities and Perth Airport.
Key initiatives include the introduction of light rail, the
development of rapid transit corridors, expansion of the
rail network and more buses and trains to service future
demand.
55
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www.transport.wa.gov.au/aboutus/23281.asp
BACKGROUND & CONTEXT - PART 1
(h) Proposed congestion management strategy
Addressing urban congestion is a priority under the
National Transport Policy. Department of Transport is
currently developing a congestion management strategy
as part of the Moving People Network Plan.
This work will define a higher level strategic framework
for Western Australia, including defining acceptable
levels of congestion. It will bring together various
State government strategic initiatives to resolve urban
DPOHFTUJPOJODMVEJOHQVCMJDUSBOTQPSUTUSBUFHZMBOE
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EFNBOENBOBHFNFOUOPONPUPSJTFEUSBWFMPQUJPOTSPBE
EFTJHOPQFSBUJPOTBOEDBQBDJUZBOEQMBOOJOHGPSGSFJHIU
and logistics.
(j) Towards Zero, the Road Safety Council’s
recommended road safety strategy for
2008–2020
In March 2009, the State Government endorsed Towards
Zero, the Road Safety Council’s recommended road
safety strategy for 2008–2020 58. The Towards Zero road
safety strategy will ensure that road safety policies in
Western Australia continue to evolve within a strategic
framework.
Towards Zero aims to improve road safety through four
cornerstones:
t 4BGF3PBE6TFo*NQSPWJOHSPBEVTFSCFIBWJPVS
t 4BGF3PBETBOE3PBETJEFTo*NQSPWJOHSPBE
infrastructure improvements.
(i) Walk WA: A Walking Strategy for Western
Australia 2007–2020
Walk WA: A Walking Strategy for Western Australia
2007–2020 is an inclusive government and community
strategy developed by the Physical Activity Taskforce
with input from key stakeholders in State and local
government and various non-government agencies56.
The Taskforce brings together the expertise of a
number of State Government departments, local
government entities, leading academics and community
representatives to:
t QSPWJEFTUSBUFHJDEJSFDUJPOBOEJOQVUJOUP
HPWFSONFOUQPMJDZ
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XPSLQMBDFTBOEUIFDPNNVOJUZ
t DPOEVDUSFTFBSDIJOUPQIZTJDBMBDUJWJUZQBSUJDJQBUJPO
SBUFTBOECFIBWJPVSTBOE
t TVQQPSUUIFQMBOOJOHPGUSBOTQPSUBOEVSCBO
environments that make physical activity easier,
safer and more fun.
t 4BGF4QFFETo&OTVSJOHTQFFEMJNJUTBOEUSBWFM
speeds are appropriate for the safety of the road
infrastructure.
t 4BGF7FIJDMFTo*NQSPWJOHUIFTBGFUZPGUIFWFIJDMFT
on the road.
(k) Proposed metropolitan parking strategy for
metropolitan activity centres
The WA Planning Commission has asked the Department
of Planning to prepare a draft State Planning Policy to
guide development of access and parking strategy for
major centres in the metropolitan area. The proposed
State Planning Policy will be based on and further
articulate Sections 5.3 and 5.4 of SPP4.2 Activity
Centres for Perth and Peel as well as support the broad
objectives of Directions 2031. The policy will address
issues such as parking management and regulatory
TUSVDUVSFTQSJPSJUJTFEBDDFTTQSJDJOHMJOLBHFTCFUXFFO
QBSLOHBOEQVCMJDUSBOTQPSUHPPEVSCBOEFTJHOBOE
BNFOJUZPVUDPNFTGPSQBSLJOHJOGSBTUSVDUVSFBOEDPOUBJO
guidelines for local government good parking practice.
The Department of Transport undertakes various projects,
initiatives and programs to promote walking in WA.
Walking is an easy, low cost method of increasing health
and physical activity levels, and it also provides a huge
range of benefits for the community, the environment,
and the transport system57.
56
www.beactive.wa.gov.au/
57
www.transport.wa.gov.au/walking/1542.asp
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www.ors.wa.gov.au/Towards-Zero.aspx
BACKGROUND & CONTEXT - PART 1
(l) Universal access in Perth
Local government in Western Australia is covered by
the Disability Discrimination Act 1992 and the Disability
Services Act 1993 59. The latter includes development
and implementation of Disability Access and Inclusion
Plans for all areas of local government, including
transport and planning.
The Accessible Public Transport Standards60 require
minimum accessibility standards to be met by public
transport providers, transport infrastructure and premises.
They address issues such as access paths, negotiating
areas, ramps and boarding devices, allocated spaces,
handrails, doorways, controls, symbols and signs,
payment of fares and provision of information.
These standards cover the direct provision of public
transport services and infrastructure, including bus
stops. The Action Plan for Accessible Public Transport for
People with Disabilities in Perth61 covers the pedestrian
environment in providing public transport access. This is
largely the responsibility of local government.
59
Disability Service Act 1993 www.slp.wa.gov.au/legislation/statutes.nsf/
main_mrtitle_267_homepage.html
60
Commonwealth Disability Standards for Accessible Public Transport 2002
www.comlaw.gov.au/comlaw/legislation/
legislativeinstrumentcompilation1.nsf/0/96EE5ABB923C881ECA256FFE0
01827AC/$file/DisabilityWD02.pdf
61
Action Plan for Accessible Public Transport for People with Disabilities in
Perth. Department of Transport: Perth, WA
31
Guidelines
for preparation of
integrated transport plans
Central to the standards and the action plan, and to
disability access generally, is the ‘continuous accessible
path’ concept. This ensures a single impediment does
not prevent wider use. This is useful in access planning
in any transport mode and is included in the term
‘universal access’’62.
1.4.3 Local level policy context
Local governments are responsible for land use
and transport planning, and economic and social
development of their communities at local and regional
levels. The integrated transport planning approach must
recognise the connection between transport and land
use, and economic and community wellbeing.
State-level planning is complemented by and
implemented through local government local planning
schemes and strategies and associated planning and
development policies at both State and local levels
(Figure 6).
62
‘Universal access’ broadly refers to the ability of all people to have equal
opportunity and access to a service or product from which they can
benefit, regardless of social class, ethnicity, ancestry or physical disability.
BACKGROUND & CONTEXT - PART 1
Figure 6 – Local Planning Manual: A guide to the preparation of local planning strategies and local
planning schemes in Western Australia63
State and
Regional Planning
Local
Planning
Town Planning
Regulations (1967)
State
Planning
Strategy
State
Planning
Policies
Local
Planning
Strategy
Regional
Strategies
Regional
Planning
Scheme
Local
Planning
Scheme
Regional and
sub-regional
structure plans
Model
Scheme
Text
Local
Planning
Policies
WAPC
Operational
Services
Source: Local Planning Manual: A guide to the preparation of local planning strategies and local planning
schemes in Western Australia, Western Australian Planning Commission (2010).
Local governments are directly involved in structure,
precinct and activity centre planning. Local planning
schemes consider these three strategic components
and set out the way land is to be used and developed,
classify areas for land use, and include provisions to
coordinate infrastructure and development in a locality.
63
Local planning schemes are the principal statutory tool
for implementing planning strategies and achieving
local government aims and objectives for developing
local areas. While local planning schemes mainly control
land use development and coordinate infrastructure,
they must be seen in the broader contexts of strategic
framework, environment, social and economic goals and
objectives.
Local Planning Manual: A guide to the preparation of local planning
strategies and local planning schemes in Western Australia. WAPC (2010)
www.planning.wa.gov.au/publications/819.asp
32
Guidelines
for preparation of
integrated transport plans
BACKGROUND & CONTEXT - PART 1
Local government integrated transport plans are not
statutory requirements under the current planning
legislation (Planning and Development Act 2005).
They could feed into a local planning strategy, which
is required to guide a local planning scheme and
contribute to meeting goals as per a local government
strategic plan.
Local planning schemes and strategies consider
physical aspects of transport and access as secondary
to land use and development. They do not specifically
define how local, sub-regional and regional transport
will interact and function in an area. Amending a local
planning scheme is a lengthy process, and subject to
a wide range of influences, constraints and pressures.
While changes to a scheme may be recommended by
an integrated transport plan, the integrated transport
plan itself must be able to operate without such changes.
Local government’s most obvious role in activity centres
is land use planning through local structure plans64,
planning policies and design guidelines.
Activity centres should be accessible to and from
surrounding areas and must be places where
people desire to go and remain: a concept known as
‘placemaking’. There is often conflict between vehicle
access and maintaining aesthetic appearance – an
issue that needs to be addressed in integrated transport
planning.
64
Activity centres may need to attract customers outside
the vicinity if services in the area are to be viable. They
may also need to draw on a potential workforce outside
the immediate area. Businesses might also need to bring
in goods and services from other areas.
Attractive, efficient and convenient public transport
access will reduce private car dependency and lead to
amore efficient use of land within a centre to benefit
businesses and the community. Strategic transport
policy increasingly aims to demote private car use as
the primary means of transport. Higher priority should
be given to drivers who commute to and within a centre,
as this will benefit business and other activities in it.
Relevant policies and guidelines on activity centres and
their movement and access networks are:
- Western Australian Planning Commission State
Planning Policy 4.2 − Activity Centres for Perth and
Peel4FDUJPO.PWFNFOU
- Institute of Public Works Engineering Australia
Queensland Complete Streets: Guidelines for Urban
Street Design, 2010BOE
- Austroads Guide to Traffic Management (Part 7 –
Traffic Management in Activity Centres), 2009.
Western Australian Planning Commission Draft Structure Plans Guidelines.
2011 www.planning.wa.gov.au/5942.asp
33
Guidelines
for preparation of
integrated transport plans
BACKGROUND & CONTEXT - PART 1
Figure 7 – Four components of successful ‘placemaking’
number of women, children & elderly
local business ownership
social networks
land-use patterns
diverse
stewardship
cooperative
volunteerism
evening use
street life
fun
active
neighbourly
pride
friendly
interactive
welcoming
property values
rent levels
vital
special
retail sales
real
useful
Uses &
Activities
Sociability
indigenous
celebratory
sustainable
Place
continuity
proximity
connected
Access &
Linkages
readable
traffic data
mode splits
transit range
walkable
convenvient
accessible
pedestrian activity
safe
clean
Comfort
‘green’
& Image
walkable
sittable
spiritual
charming
crime statistics
attractive
sanitation rating
historic
building conditions
parking usage patterns
environmental data
Source: Project for Public Spaces – Placemaking for Communities organisation.
The most successful activity centres adopt a more
integrated approach, utilising four components of
‘placemaking’65 (Figure 7):
1. Uses and activities – partly the result of planning
and development, but equally the result of social
BOECVTJOFTTBDUJWJUZ
2. Comfort and image – physical and aesthetic
attributes of a place, and perceptions of amenity
BOEQFSTPOBMTFDVSJUZ
65
3. Access and linkages – ability to move safely and
conveniently within a place (including legibility of
necessary signs) without undue intrusion by motor
vehicle traffic. Applies especially to pedestrians.
Internal access must be integrated with access
GSPNUIFTVSSPVOEJOHBSFBBOE
4. Sociability – intangible aspects of a place resulting
from people and activities, and which encourages
more people and activities.
What is place making www.pps.org/what_is_placemaking
34
Guidelines
for preparation of
integrated transport plans
BACKGROUND & CONTEXT - PART 1
These components will depend on interface between
development, activities and people. For example, narrow
streets may be pedestrian-friendly but uninviting. Such
areas have the potential to be improved66 but are often
left alone.
Planning principles and set out by Danish architect
Jan Gehl67, can be adapted for use in activity centre
‘placemaking’ design.
People are more likely to frequent places where they
feel safe. Perceptions of personal safety and security
are related to the number of people in an area at a
certain time, visible activities taking place, and aesthetic
design68. Safety and security considerations also support
community health, such as:
- a safe transport system
- aesthetics
- connectivity
- equitable environments
- mixed density
- mixed land use
- parks and open spaces
- safety and surveillance
- social inclusion
- infrastructure support.
Healthy spaces & places: A national guide to designing
places for healthy living 69 supports and complements
planning and design initiatives throughout Australia. It is
a single source of easy-to-find, practical information from
experts in health, planning, urban design, community
safety and transport planning.
66
Small Street Activation Discussion Paper. East Perth Redevelopment
Authority and Subiaco Redevelopment Authority: Perth, WA. 2003.
67
Perth 2009: Public Spaces and Public Life. Gehl Architects for City of Perth
and WA Planning Commission: Perth, WA.
www.planning.wa.gov.au/publications/1141.asp
68
Designing Out Crime: Planning Guidelines. Office of Crime Prevention and
Western Australian Planning Commission: Perth, WA.
www.planning.wa.gov.au/publications/789.asp
69
Healthy Spaces & Places: A national guide to designing places for healthy
living. Planning Institute of Australia (with the Heart Foundation and the
Australian Local Government Association): Kingston, ACT.
www.healthyplaces.org.au
35
Guidelines
for preparation of
integrated transport plans
BACKGROUND & CONTEXT - PART 1
36
Guidelines
for preparation of
integrated transport plans
BACKGROUND & CONTEXT - PART 1
BACKGROUND &
CONTEXT
Part 2 –
Sustainable
transport system
and integrated
transport
planning
1.1
2.0
Transport in
Summary
– Part
context
2
1.2
2.1
Whatof
Role
is transport
integration for
transport planning?
Who is responsible for
Sustainable urban transport
transport?
systems and integrated
1.3.1 Commonwealth
transport
planning
1.3
2.2
2.3
government and
transport
Major challenges to
1.3.2 State government
sustainable
transportand
in
transport
urban areas
1.3.3 Local government and
2.3.1 transport
Population and
employment growth
1.4
PolicySocial
framework
for
2.3.2
inclusion
integrated transport plans
2.3.3 Transport safety and
security
1.4.1 National level policy
2.3.4 context
Air quality and other
quality of life issues
1.4.2 State level policy context
2.3.5 Climate change emissions
1.4.3 Local level policy context
2.3.6 Transport energy –
higher prices and scarcity
2.4
37
Guidelines
for preparation of
integrated transport plans
Local government’s role in
sustainability and integrated
transport planning
2.0 Summary – Part 2
Sustainable transport has been defined as transportation
UIBUNFFUTUIFNPCJMJUZOFFETPGUPEBZEPFTOPU
FOEBOHFSQVCMJDIFBMUIPSFDPTZTUFNTBOENFFUT
the need for access consistent with sustainable use
of resources used and resources replaced, without
compromising the ability of future generations to meet
their needs.
Both sustainability and integrated transport planning are
as much about identifying and achieving a desired future
as they are about defining that future. Sustainability is
about the long-term, for which a key issue is achieving
robustness in the face of uncertainty – in other words,
ensuring, as far as possible, that unforeseen events
do not undermine the long-term well-being of our
communities.
Integrated transport planning is a specific application
of the sustainability principles already espoused and
supported by many local governments in Western
Australia. Many local governments are already
supporting sustainability through membership of local
governments for Sustainability and the related Cities for
Climate Protection.
Integrated transport planning offers local governments
a way to assess the real impact of transport provisions
POUIFDPNNVOJUZCFUUFSVOEFSTUBOEXIJDIBHFODJFT
BSFSFTQPOTJCMFGPSUIFTFSWJDFTBOEFOHBHFXJUIXJEFS
community issues. The integrated transport planning
process can influence decisions to improve local
outcomes in line with broader community goals and to
maximise the benefits beyond transport requirements,
including social, economic, environmental and health
benefits.
Effective integration can be achieved through working
collaboratively across three levels:
1. Horizontal integration − creating a total package
of strategies across areas of government in which
transport will both influence and be influenced by
other areas. This must include integration within
transport (eg. between modes) as well as between
transport and other activities.
2. Vertical integration − allowing local circumstances
and local knowledge to influence high-level
policies and plans as well as higher-order planning
directing the local.
3. 3-D integration − requires that policy and planning
consider, and are not developed in isolation from,
the feasibility and means of implementation. It also
requires, however, that opportunities are identified
and developed for effective implementation of new
ways of doing things that are not allowed for, for
example, in current transport funding arrangements.
An integrated transport plan should create an
appropriate balance between economic, social and
FOWJSPONFOUBMPVUDPNFTBOECFUXFFOUIFMPDBMBOE
regional functions of transport.
Integrated transport plans are tools for comprehensive
analysis of the existing and future transport system
requirements within an area, defined by a single local
government or grouping of several local governments
where they have significant transport and access issues
in common. Integrated transport plans (supported and
endorsed by councils) provide an overall framework
for a holistic planning approach to resolving emerging
transport issues at regional, sub-regional and local levels.
A wide spectrum of factors will influence the
development of integrated transport plans. Specific
challenges to achieving sustainable transport in urban
areas include:
t QPQVMBUJPOBOEFNQMPZNFOUHSPXUI
t TPDJBMJODMVTJPO
t USBOTQPSUTBGFUZBOETFDVSJUZ
t BJSRVBMJUZBOEPUIFSRVBMJUZPGMJGFJTTVFT
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38
Guidelines
for preparation of
integrated transport plans
BACKGROUND & CONTEXT - PART 2
2.1 What is integration for
transport planning?
The concept of integrated transport planning has
emerged as a framework to more closely define the
broader term of transport planning. According to the
Integrated Transport Planning Framework for Queensland,
integrated transport planning is defined as:
…” a process to identify current and future access
needs – for people, places, goods and services –
and inform decision makers on ways to manage
the transport system and land-use to best address
these needs. It aims to do this in a way that sustains
economic growth, conserves the environment and
supports the quality of life of current and future
generations “
Integration takes place across disciplines and across
levels of government and responsibility. Integration is
most commonly seen in terms of:
t Vertical integration – the synergy and consistency
between various levels of government and private
organisations, so there is mutual support or, at least,
they do not work against one and other (Figure 8).
A third type of integration, without which the first two are
ineffective, works across the whole process of planning
and delivering outcomes for the community. This 3-D
integration covers the spectrum from high-level policy
through planning and design to implementation, and
often involves complex aspects of both horizontal and
vertical integration.
Integration is essential to the establishment of spatial
and conceptual boundaries for an integrated transport
plan. The boundaries should be broad enough to contain
the most substantial issues that are to be addressed, but
not so broad that recommendations cannot be specific
and unable to implement. Where issues extend beyond
those boundaries, linkages must be established with
appropriate external stakeholders.
t Horizontal integration – the synergy between distinct
parts of a larger system – usually in respect to landuse planning and transport.
39
Guidelines
for preparation of
integrated transport plans
BACKGROUND & CONTEXT - PART 2
Figure 8 – Horizontal and vertical integration for integrated transport planning1
Horizontal integration
Other planning
Transport
Other planning
Transport
Land use
State
Land use
Regional
Other planning
Transport
Other planning
Transport
Land use
Local
Land use
Site specific
Other planning
Transport
Land use
Vertical integration
Vertical integration
National
Bottom up: Incorporate local needs, knowledge
and priorities from lower-order planning
Top down: Incorporate direction, knowledge and
priorities from higher-order planning
Integrate transport with other sectors and adjoining locations
Source: Integrated Transport Planning Framework for Queensland, Queensland Government.
It is important to recognise the intermodal integration
within the transport system, which is just as important as
the vertical and horizontal integration described above.
The whole-of-system approach of multimodal planning
involves a range of planning tools such as integrated
transport planning, land use planning, urban planning,
travel demand management and other mechanisms.
It heralds a major shift in the focus within transport
planning towards more sustainable and strategic
transport planning whilst at the same time aiming to
minimise costs to the community2.
2.2 Sustainable urban
transport systems and
integrated transport
planning
Sustainable transport has been defined as transportation
UIBUNFFUTUIFNPCJMJUZOFFETPGUPEBZEPFTOPU
FOEBOHFSQVCMJDIFBMUIPSFDPTZTUFNTBOENFFUT
the need for access consistent with sustainable use
of resources used and resources replaced, without
compromising the ability of future generations to meet
their needs.
A sustainable transport system is one which:
t 'JSTUMZBMMPXTUIFCBTJDBDDFTTBOEEFWFMPQNFOU
needs of individuals, companies and societies to be
met safely and in a manner consistent with human
and ecosystem health, and promotes equality within
BOECFUXFFOTVDDFTTJWFHFOFSBUJPOT
1
Integrated Transport Planning Framework for Queensland, Queensland
Government , Australia, 2003 http://tmr.qld.gov.au/~/media/7807c3a47cc2-4090-85ad-7d6de62e284f/pdf_itpf_setting_the_scene.pdf
2
Guide to Road Transport Planning (Austroads, 2009).
40
Guidelines
for preparation of
integrated transport plans
BACKGROUND & CONTEXT - PART 2
Table 2 – Our Cities Ourselves: 10 Principles for Transport in Urban Life
Walk the walk
Create great pedestrian environments
Powered by people
Create a great environment for bicycles and other non-motorized vehicles
Get on the bus
Provide great, cost-effective public transport
Cruise control
Provide access for clean passenger vehicles at safe speeds and in
significantly reduced numbers
Deliver the goods
Service the city in the cleanest and safest manner
Mix it up
Mix people and activities, buildings and spaces
Fill it in
Build dense, people and transit oriented urban districts that are desirable
Get real
Preserve and enhance the local, natural, cultural, social and historical
assets
Connect the blocks
Make walking trips more direct, interesting and productive with small-size,
permeable buildings and blocks
Make it last
Build for the long term. Sustainable cities bridge generations. They are
memorable, malleable, built from quality materials, and well maintained
Source: Gehl Architects - Urban Quality Consultants, Copenhagen, Denmark.
t 4FDPOEMZJTBGGPSEBCMFPQFSBUFTGBJSMZBOEFGåDJFOUMZ
offers a choice of transport mode, and supports a
competitive economy, as well as balanced regional
EFWFMPQNFOU
t "OEåOBMMZMJNJUTFNJTTJPOTBOEXBTUFXJUIJOUIF
planet’s ability to absorb them, uses renewable
resources at or below their rates of generation, and
uses non-renewable resources at or below the rates
of development of renewable substitutes, while
minimizing the impact on the use of land and the
generation of noise3.
Sustainable urban transport planning must address all
three areas – society, economy and the environment.
3
In practical terms sustainable transport is often used
to refer to the lower impact and active transport modes
of walking, cycling and public transport. Encouraging
and funding transport infrastructure provision at local
government level is equally important for all transport
modes as the aim is to provide a transport system that
caters for all transport needs of the community and
business services in the local area.
An integrated transport plan should facilitate appropriate
balance between economic, social and environmental
outcomes and between the local and regional functions
of transport. Many urban communities will need to
accommodate both regional and local travel, but is vital
that regional movement, especially where it involves
heavy traffic flows or heavy commercial vehicles, does
not excessively damage communities through which it
passes.
Centre for Sustainable Transport, Canada.
http://cst.uwinnipeg.ca/documents/Definition_Vision_E.pdf
Note: This definition has also been adopted by the Australian Local
Government Association www.alga.asn.au/policy/transport/sustran
41
Guidelines
for preparation of
integrated transport plans
BACKGROUND & CONTEXT - PART 2
Table 3 - Principles overview – Our Cities Ourselves4
1
Walk
Great cities start with great pedestrian environments. Walking is the most universal
form of transport.
2
Cycle
Bicycles allow for the convenience of door-to-door travel, but use less space and fewer
resources. They are the healthier and more sustainable alternative to cars and taxis for
short trips.
3
Connect
The more connected the blocks, the shorter the distance between destinations, making
walking and biking more appealing.
4
Transit
Mass transit can move millions of people quickly and comfortably using a fraction of
the fuel and street space required by automobiles.
5
Mix
Sustainable transit needs to connect people to attractive places that encourage
them to stay. Making a street “great” includes having a diversity of places and activities
along it.
6
Densify
High density communities shorten trip distances, save travel time, and preserve
millions of square kilometres of arable land. They use resources more efficiently,
reducing the carbon footprints of its residents.
7
Compact
New city centres placed far from existing cities are inconvenient and rarely thrive. City
planners must locate compact new sub-centres within or adjacent to existing cities.
8
Shift
By managing private car use and expanding car sharing, cities can minimize traffic and
congestion problems while creating space for pedestrians, mass and non motorized
transit.
Source: Our Cities Ourselves organisation, Institute of Transportation and Development Policy, New York, US (2011).
4
Our Cities Ourselves
www.ourcitiesourselves.org/images/OCO8Principles-s.pdf
42
Guidelines
for preparation of
integrated transport plans
BACKGROUND & CONTEXT - PART 2
Danish architect and urban designer, Jan Gehl, in Our
Cities Ourselves – 10 principles for transport in urban life
has enunciated 10 principles of sustainable transport
(see Table 2).
activities. Transport priorities should be based on
desired outcomes to support good economic, social,
and environmental outcomes for current and future
generations.
The Institute of Transportation and Development Policy
(US) has developed similar eight urban design principles
to create sustainable cities (see Table 3).
The future wellbeing of our community depends on
affordable, sustainable and safe access to jobs, goods
and services, education, recreation and the other
things that are part of our everyday lives. Transport is
an essential part of this, but is not the whole picture.
Transport and land use interact to provide accessibility,
but only if people and businesses are aware of the
activities and transport opportunities available to them.
All of these principles have
important parts to play
in integrated transport
planning for sustainable
communities as well as
delivering transport and
places for people.
Integrated transport
planning aims to ensure
that there is a suitable
and interconnected
transport infrastructure
for all different transport
modes such as private
car, freight, public
transport, walking,
cycling, which will
result in improving
the community’s
accessibility to jobs,
services, recreation
and other daily
2.3 Major challenges to
sustainable transport in
urban areas
2.3.1 Population and employment growth
Population and employment growth will put extra
pressure on roads and public transport. The population
of Perth is expected to grow to 2.2 million by 2031 – as
many as the number currently residing in the whole of
Western Australia. The forecast increase in personal
travel (to 7.7 million trips per day by 2031)5 in the Perth
metropolitan region will place increased pressure on the
region’s transport system.
Expansion of an urban area to accommodate population
growth will increase the amount of travel people need to
undertake and increase the likelihood of their choosing,
or having no alternative, to travel by car.
Increasing population in existing urban areas (through
higher densities or redevelopment of land no longer
required for other purposes) will increase the density
of movement within the existing transport system,
potentially increasing traffic congestion unless measures
are put in place to reduce the need to travel long
distances.
Separation of where people live from where they work or
can access other activities will increase the amount of
travel they need to undertake in the course of everyday
life. The greater this separation, the further they will have
to travel and the less likely it is that they will be able to
walk or cycle to their destinations.
5
43
Guidelines
for preparation of
integrated transport plans
Directions 2031 Draft Spatial Framework for Perth and Peel, WAPC,
June 2009, Page 25.
BACKGROUND & CONTEXT - PART 2
2.3.2 Social exclusion
Accessibility is central to the ability of people to
be part of the community. More specifically, poor
accessibility (to employment, services, education and
other opportunities) is a critical contributory factor
for social exclusion. Problems with transport and the
location of services contribute to social exclusion by
preventing people from participating in work or learning,
or accessing healthcare, food shopping and other key
activities6.
Figure 9 outlines some measures that can enhance
accessibility. It is important to continually identify
opportunities to improve access to and within the area.
Measures to enhance accessibility should consider
the needs of all members of the community, including
children, the elderly and people with disabilities.
Accessibility for all includes, but goes well beyond,
the requirements for transport and public places to be
accessible for people with disabilities and includes the
substantial number of people who do not have a driver’s
licence (for whatever reason) and those who do not have
access to a car (Figure 10).
In turn, actual and perceived accessibility are key
elements in achieving a high level of social inclusion.
The Australian Government’s substantial interest in social
inclusion approach is about all sectors of the community
– government, business and the not-for-profit sector,
communities and individuals – working together7.
Figure 9 – Measures that can improve accessibility6
Making travel more
affordable:
Improving physical
accessibility and
availability:
• wider network of main
stream bus routes;
• supported by more flexible
bus services whose routes
adjust according to demand,
and shuttle services eg to
specific employment
locations;
• increased development and
enforcement of measures to
keep buses moving;
• car clubs; and
• Wheels to Work schemes.
• integrated ticketing;
• concessionary fares for
particular client groups or
journeys;
• travel vouchers that passengers
can use on different modes of
transport; and
• driving lessons for unemployed
people if they take up work
opportunities.
Measures
that can help
tackle
accessibility
problems
Reducing the need to travel:
Safer streets and stations:
Widening travel horizons:
Helping people know and
understand the travel options
available to them, through:
• travel advice;
• personal travel plans; and
• better travel information.
• traffic calming and road
safety measures;
• better street lighting;
• CCTV and alarm points at
bus stops and on buses;
• neighbourhood wardens; and
• Secure Stations schemes.
• focusing shops, leisure facilities
and offices in town centres or
local centres;
• more proactive land-use
planning policies that promote
developments in suitable places;
• public services considering
their location; and
• encouraging outreach, home
and virtual delivery of services.
Source: .BLJOHUIF$POOFDUJPOT'JOBM3FQPSUPO5SBOTQPSUBOE4PDJBM&YDMVTJPO Social Exclusion Unit: London, England (2003).
6
.BLJOHUIF$POOFDUJPOT'JOBM3FQPSUPO5SBOTQPSUBOE4PDJBM&YDMVTJPO
Social Exclusion Unit: London, England, 2003
www.ilo.org/wcmsp5/groups/public/---ed_emp/---emp_policy/---invest/
documents/publication/wcms_asist_8210.pdf
44
Guidelines
for preparation of
integrated transport plans
7
Social Inclusion, Australian Government website
www.socialinclusion.gov.au
BACKGROUND & CONTEXT - PART 2
Figure 10 – Perceptions are important in achieving outcomes
Land Use
Travel
Demand
Individual
perceptions
Accessibility
Social
Inclusion
Transport
Systems
Source: Presentation to Forum on Good Governance in Transport, Land Use Planning and Transport Infrastructure.
,FS*
(".65"VTUSBMJBO$FOUSFGPSUIF(PWFSOBODFBOE.BOBHFNFOUPG6SCBO5SBOTQPSU$VSUJO
University: Perth, WA.
2.3.3 Transport safety and security
From a traffic safety perspective, public transport is safer
than car use. The same cannot, however, be said of
walking and cycling as things currently are, and this is a
major deterrent to many people walking or cycling more
than they currently do.
Similarly, public transport sometimes has a poor image
in terms of personal security, especially for travel in the
early morning or late evening. And walking is sometimes
regarded as personally risky, if the physical environment
contains places where unseen hazards (including
people) can lurk.
The solutions to these problems lie in improving
conditions for all transport users and in increasing the
use of public transport, walking and cycling.
National Road Safety Strategy 2011–2020 8 is based on
four cornerstone areas of intervention. Strategic intent in
each of the cornerstone areas are:
8
t Safe Roads – Roads and roadsides designed and
maintained to reduce the risk of crashes occurring
and to lessen the severity of injury if a crash does
occur. Safe roads prevent unintended use through
design and encourage safe behaviour by users.
t Safe Speeds – Speed limits complementing the
road environment to manage crash impact forces
UPXJUIJOIVNBOUPMFSBODFBOEBMMSPBEVTFST
complying with the speed limits.
t Safe Vehicles – Vehicles which not only lessen the
likelihood of a crash and protect occupants, but
also simplify the driving task and protect vulnerable
users. Increasingly this will involve vehicles that
communicate with roads and other vehicles, while
automating protective systems when crash risk is
elevated.
t Safe People – Encourage safe, consistent and
compliant behaviour through well-informed and
educated road users. Licensing, education, road
rules, enforcement and sanctions are all part of the
Safe System.
National Road Safety Strategy 2011–2020, Australian Transport Council,
2011 www.infrastructure.gov.au/roads/safety/national_road_safety_
strategy/index.aspx
45
Guidelines
for preparation of
integrated transport plans
BACKGROUND & CONTEXT - PART 2
Increased visibility of people in the street also leads to
lower traffic speeds and enhances pedestrian safety as
well as creating more interesting places where people
want to be9.
Planning and design or urban environments are central
to the creation of places and transport systems where
people feel safe and secure. The principles of crime
prevention through environmental design are equally
applicable to the built environment and to transport
systems. These principles and guidelines have been
extensively documented (including examples of good
and bad practice) by the Western Australian Planning
Commission and the Office of Crime Prevention in
Designing Out Crime Planning Guidelines10.
9
10
Mental Speed Bumps: The smarter way to tame traffic. David Engwicht
(2005). Envirobook: Annandale, NSW.
Designing Out Crime: Planning Guidelines. WA Planning Commission
and the Office of Crime Prevention: Perth, WA. www.planning.wa.gov.au/
dop_pub_pdf/DOCguidelines.pdf
46
Guidelines
for preparation of
integrated transport plans
2.3.4 Air quality and other quality of
life issues
Cities everywhere have to grapple with problems of
air quality. It is no longer coal-burning or (in most
places) industrial emissions that are the problem but
rather the exhaust emissions from motorised traffic.
Although substantial improvements have been made
through cleaner fuels (e.g. unleaded petrol, LPG), more
efficient engine technology and catalytic converters, the
increasing concentration of motor vehicles in many parts
of our cities means there can still be major problems of
air quality.
In Perth, the high level of exhaust emissions is
compounded by the large amounts of sunlight and, in
summer, the consistent wind patterns, which provide
ideal conditions for the creation of photochemical
smog11. Photochemical smog is invisible but has
substantial health and amenity effects in the community.
Air pollution can harm human health by direct inhalation
11
The Perth Photochemical Smog Study. Western Power Corporation and
Department of Environmental Protection (1996): Perth, WA.
http://portal.environment.wa.gov.au/pls/portal/url/item/
FCC4C5820AE3FB51E03010AC6E051A0D
BACKGROUND & CONTEXT - PART 2
and by other routes of exposure. Many air pollutants
affect the respiratory and cardiovascular systems
and air pollution levels in Australian cities sometimes
cause acute health effects, including asthma, and may
contribute to chronic disease (pulmonary fibrosis and
emphysema).
With the population of Perth expected to increase by 40
per cent by 2031, continuing with ‘business as usual’ in
transport would result in a very substantial increase in
motor vehicle exhaust emissions. Longer journeys, any
reduction in car occupancy and increased congestion
will offset more efficient engines and cleaner fuels.
Reducing car traffic by increasing walking, cycling and
public transport has a double benefit in terms of air
pollution. It reduces:
t UIFWPMVNFPGFYIBVTUHBTFTQSPEVDFECZNPUPSJTFE
transport, to the benefit of those in the surrounding
BSFBTBOE
With the predictive substantial increase of Perth’s
population in the future even more efficient engines and
cleaner fuels (most of which still produce greenhouse
gas emissions to some extent) are unlikely to prevent an
increase in greenhouse gas emissions from transport
unless we start to become cleverer in the ways in which
we travel, with less emphasis on the private motor
vehicle.
Any form of carbon pricing or emissions trading scheme
would increase the cost of transport fuel and modify
the demand for motorised mobility. Emission trading
schemes are already operating in the European Union
and in New Zealand.
The Intergovernmental Panel on Climate Change14 has
identified a range of more specific policies, measures
and instruments as effective in addressing growth of
emissions from transport. They include:
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were previously exposed to high concentrations of
exhaust gases that build up in cars on the road12.
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Increasing car occupancy (for example, through carpooling) may make a contribution to these outcomes,
but the extent to which this is so depends on whether the
additional car occupants were previously car drivers.
2.3.5 Climate change emissions
Continued greenhouse gases emissions at or above
current rates would cause further warming and induce
many changes in the global climate system during the
21st century that would very likely be larger than those
observed during the 20th century.
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and non-motorised forms of transport.
Those factors are important elements of the integrated
transport planning approach.
Globally, transport accounts for 13 per cent of the
manmade emissions of greenhouse gases. In Australia,
transport accounts for nearly 15 per cent, with residential
transport (mainly car driving) representing more than
half of that contribution13.
12
In-Car Air Pollution: The Hidden Threat to Automobile Drivers.
Report No 4, An Assessment of the air quality inside automobile
passenger compartments. International Centre for Technology
Assessment (2000): Washington DC, USA.
www.ipcc.ch/pdf/assessment-report/ar4/syr/ar4_syr_spm.pdf
13
National Greenhouse Gas Inventory - Kyoto Protocol Accounting
Framework, 2008. Department of Climate Change and Energy Efficiency:
Canberra, ACT. www.ageis.greenhouse.gov.au/ANZSIC.aspx
47
Guidelines
for preparation of
integrated transport plans
14
Climate Change 2007: Synthesis Report – Summary for Policymakers.
Intergovernmental Panel on Climate Change: Geneva, Switzerland.
www.ipcc.ch/publications_and_data/publications_ipcc_fourth_
assessment_report_synthesis_report.htm
BACKGROUND & CONTEXT - PART 2
2.3.6 Transport energy – higher prices
and scarcity
It is widely known that it has become more expensive
to fill-up a car fuel tank over the past decade (Figure
11)16. The price of fuel has increased because of
the continuing increase of demand for oil and gas
and the inability of the industry to increase supply
commensurately. Increasing price is a reflection of
increasing scarcity and an increased likelihood of
disruption to supplies.
The world is at the beginning of the end of the age of oil,
according to a growing body of analysts. It stands at the
precipice of ‘peak oil’ – the point at which oil producing
countries can no longer keep up with growing demand,
where production climaxes and then plunges into
irrevocable decline15.
Figure 11 – Actual (top) and real (bottom) petrol prices, Perth: 2001−2010
ULP Price (Perth): cents/litre. Actual prices
160
140
120
100
80
60
40
5.7%/year long term increase
20
Sep 09
Mar 10
Sep 08
Mar 09
Sep 07
Mar 08
Mar 07
Sep 06
Mar 06
Sep 05
Sep 04
Mar 05
Sep 03
Mar 04
Sep 02
Mar 03
Sep 01
Mar 02
Mar 01
0
ULP Price (Perth): cents/litre. Mar 2010 prices
160
140
120
100
80
60
40
2.7%/year long term increase
20
Sep 09
Mar 10
Sep 08
Mar 09
Mar 08
Sep 07
Mar 07
Sep 06
Sep 05
Mar 06
Sep 04
Mar 05
Sep 03
Mar 04
Mar 03
Sep 02
Mar 02
Sep 01
Mar 01
0
Source: Actual petrol prices: Fuelwatch WA.
15
ABC Four Corners, 10 July 2006
www.abc.net.au/4corners/content/2006/s1680717.htm
48
Guidelines
for preparation of
integrated transport plans
16
Real prices are actual prices deflated by Consumer Price Index
(Australian Bureau of Statistics, publication 6401.0) (www.fuelwatch.
wa.gov.au/fuelwatch/pages/public/historicalPriceSearch.jspx).
BACKGROUND & CONTEXT - PART 2
If they continue, these trends in petrol prices would see
the pump price of petrol in Perth triple to over $4/litre by
2030 and the real price increase to around $2.40/litre.
Over the decade to 2010, Australians were partly
protected from increases in crude oil prices (as the
growth in demand continued to outstrip supply) by the
rising value of the Australian dollar relative to the US
dollar (from A$1 = US$0.50 in March 2001 to A$1 =
US$1.08 in April 2011). We can not predict future values
for the Australian dollar but we should be aware of the
potential increases in petrol prices that could result from
a possible significant drop in the value of currency.
There will, of course, be improvements in vehicle engine
technology and the introduction of alternative fuels
for cars, but these will take time to introduce and even
more time to become predominant in the vehicle fleet.
The early adopters, in any case, will be those who can
NPTUBGGPSEUPCVZUIFOFXUFDIOPMPHZNFBOXIJMFUIF
higher price of fuel will hurt most those who can least
afford it. Planning for alternatives to the private car as we
currently know it should have regard for the regressive
distributional impacts of higher fuel prices.
As growth in demand continues to outstrip supply,
there is also an increased risk of scarcity. Australia is
becoming increasingly reliant on imported oil (for both
vehicle fuel and for bitumen for roads). Oil exporting
countries will naturally want to insulate their own
economies and people from higher fuel prices and will
restrict exports accordingly. This will likely create the
potential for long-term or temporary scarcity of oil for
transport and other purposes. Communities that are
geared to make the greatest possible use of alternatives
to the private car will be best placed to maintain the
well-being of their people and businesses when such
scarcity arises.
Alternative and cleaner energy for motor vehicles and
more efficient propulsion systems will be beneficial
for energy and related issues (climate change and
air pollution), but may even exacerbate other social,
economic and amenity issues (eg. congestion)
associated with them.
49
Guidelines
for preparation of
integrated transport plans
2.4 The role of local
government in
sustainability and
integrated transport
planning
Both sustainability and integrated transport planning are
as much about identifying and achieving a desired future
as they are about defining that future. Sustainability is
about the long-term, for which a key issue is achieving
robustness in the face of uncertainty – in other words,
ensuring, as far as possible, that unforeseen events
do not undermine the long-term well-being of our
communities.
The WA State Sustainability Strategy 17 identified a range
of roles and responsibilities for government, business
and the community in moving towards sustainability
(Table 4). Government roles and responsibility apply as
much to local government as to the state and national
levels and are reflected in the principles and processes
for integrated transport planning set out in these
guidelines.
Many local governments are already supporting
sustainability through membership of local government
for Sustainability18 and the related Cities for Climate
Protection19. Integrated transport planning is a specific
application of the sustainability principles already
espoused and supported by many local governments in
Western Australia.
An integrated plan for sustainable urban development
comprises a system of interlinked actions which seeks
to bring about a lasting improvement in the economic,
physical, social and environmental conditions of a city
or an area within the city. The key to the process is
‘integration’, meaning that all policies, projects and
proposals are considered in relation to one another.
In this regard, the synergies between the elements of
the plan should be such that the impact of the plan as
a whole adds up to more than would the sum of the
individual parts if implemented in isolation.
17
The Western Australian State Sustainability Strategy.
Government of Western Australia: Perth, WA.
www.dec.wa.gov.au/content/view/3523/2066
18
Local Governments for Sustainability, worldwide organisation
www.iclei.org
19
Cities for Climate Protection, Australia
www.iclei.org/index.php?id=11322
BACKGROUND & CONTEXT - PART 2
Table 4 – Roles and responsibilities for sustainability
Sector
Roles and Responsibilities
1. Demonstrate leadership through decision-making and good governance
2. Develop policy frameworks
3. Develop plans with the community and business
4. Provide for (independent) performance evaluation and public reporting
5. Provide incentives for sustainable practice
'PSHFQBSUOFSTIJQTUBLFBOESFTQPOEUPJOJUJBUJWFT
Government
7. Promote examples of sustainability in practice
8 Undertake institutional reform, including appropriate revisions to legislation and
regulatory practices following full community debate
9. Support capacity building within and outside government
10. Implement procurement policies in support of sustainability
11. Embrace and pursue triple bottom line public reporting (noting that this in itself is not
necessarily a measure of sustainability)
12. Pursue the objectives of sustainable industry practice
13. Peak industry groups to pursue a leadership role in their business sector
Business
14. Consider socially responsible investment
15. Implement green offsets for sustainable development
16. Commit to sustainability as a proper part of doing business
17. Set out how to relate industries to their place and their communities of interest
18. Recognise and act on the need for behavioural change by all members of society as
the key to long-term success. Sustainability ultimately is about the aggregated influence
and outcomes from millions of everyday decisions by everyday people in everyday lives
19. Pursue opportunities to play a role in community leadership to achieve sustainability
Community
20. Contribute to and respond to good practice guidance
21. Consider ‘ethical investments’
22. Look for opportunities in volunteer, sustainability-based community activities
23. Provide ethical perspectives on sustainability
24. Participate in building up community in a place and in relation to a place
Source: Hope for the Future: The Western Australian State Sustainability Strategy, 2003;
Department of Environment and Conservation, WA.
50
Guidelines
for preparation of
integrated transport plans
BACKGROUND & CONTEXT - PART 2
GUIDANCE
Part 3 –
Principles and
process for
integrated
transport plans
51
Guidelines
for preparation of
integrated transport plans
3.0
Summary – Part 3
3.1
Integrated transport plans
for local government
3.2
Successful development
of an integrated transport
plan
3.3
Principles for integrated
transport plans
3.4
Process for integrated
transport plans
3.4.1
Defining the project
3.4.2
Vision
3.4.3
Key drivers
3.4.4
Objectives and
strategic targets
3.4.5
Issues and needs
3.4.6
Challenges and
opportunities
3.4.7
Strategies
3.4.8
Actions and targets
3.4.9
Assessment,
implementation and
review
3.0 Summary – Part 3
An integrated transport plan extends beyond a plan for
transport, or even a plan for transport and land use − to
encompass its implementation and review in response to
changing circumstances.
Directions 2031 and beyond sets out the strategic spatial
framework for managing urban growth and guiding
investment in transport infrastructure and services
over the next 20 years in the Perth and Peel regions.
Fundamental principles include:
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Integrated transport plans usually address the six key
transport principles of the Department of Transport’s
Metropolitan Transport Strategy 1995-2029, which are:
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An overarching principle is that the integrated transport
planning process needs to be inclusive if it is to lead to
plans that are easily implemented and will deliver the
outcomes needed for a sustainable urban community.
Inclusiveness may take different forms for strategic and
local planning, to ensure the effective planning and
implementation of integrated transport plans.
Understanding and supporting the community’s
values and aspirations is an essential starting point for
preparation of an integrated transport plan. Setting a
vision for the plan starts with understanding the needs,
aspirations and expectations of the community, while
developing it is a key to the effective involvement of
the residential and business communities through to
implementation.
In a diverse community there will be a range of key
drivers which are important to be acknowledged in order
to increase the potential of gaining widespread support
from stakeholders and the community throughout
52
Guidelines
for preparation of
integrated transport plans
the integrated planning process. Key drivers defining
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Some key questions to consider when setting out to
develop an integrated transport plan should include:
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for the project?
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resources, reporting etc?
Developing objectives for the integrated transport plan
with the community and stakeholders is important for the
plan’s success. The objectives should reflect the vision
for the transport system in the area but most importantly,
should have the support of the community, including
elected local government representatives. They should
be both measurable and achievable within up to five to
ten years. The principal objectives of a plan should be
that people and businesses are able to make appropriate
choices about transport and access, now and into the
future.
Once the vision and objectives of an integrated transport
plan are developed, the next steps are to:
t set strategic targets − these should align to the
plan’s key objectives to provide a benchmark to
measure actual achievement. As with objectives,
the strategic targets should be measurable and
BDIJFWBCMFGPSVQUPåWFUPUFOZFBST
t identify issues and needs − this stage of the plan’s
process requires the documentation and analysis of
issues raised through community and stakeholder
consultation, and suggested transport solutions to
meet broader community needs. A key element of
community involvement is often the release of an
‘Issues and Options’ paper to describe why action
is needed (issues), alternate ways of addressing
issues (options), and clear indication of the
DPOTFRVFODFTPGUIFPQUJPOT
GUIDANCE - PART 3
t Jdentify challenges and opportunities − some
objectives and targets will be more difficult to
achieve and will depend on the extent of the gap
between the likely and desired future, the options
available to overcome the gap and any barriers
to the effective implementation of strategies and
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t achieve desired outcomes for strategies, actions
and targets − the component strategies of
integrated transport planning will depend on the
specific situation. Each outcome will involve multiple
actions that must be relevant to the strategies and
UIFTUBUFEPCKFDUJWFTBOE
t implement and review − any planning exercise
cannot anticipate all circumstances that may
arise, but the flexibility to adapt to changing
circumstances should be part of the planning
process. Ongoing review against original objectives
is simply prudent planning and not an indicator of
failure should changes need to occur.
3.1 Integrated transport plans
for local government
An integrated transport plan can influence a local
government’s decisions to improve local transport
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maximise their benefits beyond transport requirements,
particularly in the social, economic, environmental and
health realms. It offers local government a way to assess
the real impact of transport provisions on the community
in order to better understand the agencies responsible
for services and to engage with wider community issues.
Integrated transport plans are useful tools for the
comprehensive analysis of existing and future transport
system requirements within an area – usually defined
by a single local government or groups of several local
governments with common transport and access issues1.
The plans (supported and endorsed by councils) provide
a framework for holistic planning to resolve transport
issues at regional, sub-regional and local levels and are
also the means by which a transport vision becomes
reality.
1
53
Guidelines
for preparation of
integrated transport plans
For example, the *OUFHSBUFE5SBOTQPSU4USBUFHZGPS1FSUIT&BTUFSO3FHJPO
(2007) was initiated by and developed for the Eastern Metropolitan
Regional Council of six Local governments in partnership with the then
Department for Planning and Infrastructure.
GUIDANCE - PART 3
Local governments can use integrated transport plans to
support funding requests to local, State or Federal bodies
for improvements in transport infrastructure. Integrated
transport plans build strong partnerships across levels
of government, which aid delivery of integrated regional
transport systems.
3.2 Successful development
of an integrated transport
plan
The successful development of an integrated
transport plan involves collaboration with government,
stakeholders and the community. The planning process
is more likely to be flawed without political backing and a
genuine desire to engage with the community and value
their input.
Timing is critical to the success of an integrated transport
plan with the implementation of any part of the plan
occurring without disruption from other issues.
Figure 12 illustrates the components of integrated
transport planning approach and how they inter-relate.
Sections 3.3 and 3.4 provide more detailed information
and guidance on the principles and processes involved.
3.3 Principles
The Department of Transport’s Metropolitan Transport
Strategy (1995–2029 2) sets out six main principles for
planning and delivering transport systems. Integrated
transport plans must address these key strategic
principles for sustainability:
t safety − the transport system should be safe for all
VTFST
An integrated transport plan requires consideration of all
transport modes and how they interconnect. A focus on
only one local transport issue without regard for other
elements of the transport system and the adjoining land
uses does not constitute an integrated transport plan.
Careful planning is critical to the integrated transport
plan’s overall success and the community and
stakeholders should be engaged at the outset.
t efficiency − the transport system should be
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t effectiveness − the transport system overall should
provide effective access and movement for all
persons and business for employment, health,
education, commercial, service, social, leisure and
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t environmental responsibility − the transport system
should be provided and used in an environmentally
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The key steps in the planning process are:
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t social responsibility − the transport system should
provide equitable travel and transport opportunities
for residents and businesses, with social benefits
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t robustness − the transport system must provide
service in the face of ongoing and largely
predictable during the coming 35 years and must
be able to respond to and take advantage of
unpredictable economic, social, technological and
other changes.
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6. review challenges and opportunities that present in
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8. assign actions and targets to achieve the
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9. assess and monitor the efficacy of the plan when it
is implemented.
Transport targets in the Perth Metropolitan Transport
Strategy also apply to other urban situations, namely:
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All kind of resources required to develop the plan need
to be identified and made available at each step in the
process to ensure it is followed appropriately and that
the full value from each step is delivered on time.
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cycling.
2
54
Guidelines
for preparation of
integrated transport plans
Metropolitan Transport Strategy, 1995-2029. Department of Transport, WA.
www.transport.wa.gov.au/tsmart_mts.pdf
GUIDANCE - PART 3
55
Guidelines
for preparation of
integrated transport plans
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transport, walking and
cycling
Transport Targets
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Integrated Transport Planning
Key Strategic Principles
GUIDANCE - PART 3
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Integrated Transport
and Land Use*
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Working in
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Integrated
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*applies to all levels of Integrated Transport Plans
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Improving
accessibility
Integrated Transport
Modes*
Integrated Transport Plans
Strategic Policy Framework
Sustainable Transport System
Process
Evaluation and Review
Implementation
Assessment
Actions and Targets
Strategies to acheive
outcomes
Challenges
Opportunities
Issues and Needs
Objectives
Key Drivers
Vision
Integrated Transport Plan
Figure 12 – Principles and process for integrated transport plans
Other strategies for an accessible city have also been
identified to:
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and
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to accommodate mixed use and higher- density
housing development.
Directions 2031 and beyond – Spatial Framework for
Perth and Peel 3 sets out the strategic framework for
managing urban growth and guiding investment in
transport infrastructure and services for the next 20
years. The preferred model is a connected, compact city.
The framework is based on the fundamental principles
of:
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and
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The key to this is that most of the city of the future
already exists. We can add or subtract activity and
movement opportunities, but are unlikely to be in the
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we can influence the way individuals and businesses
perceive and use activity and movement networks, but
we cannot totally reinvent those networks.
An important concept in the Directions 2031 and beyond
strategic plan is the ‘movement network’, which is based
on creating an efficient transport network to move people
and goods around the city.
3
It is also important that planning itself be inclusive to
deliver the outcomes necessary for a sustainable urban
community whether in Perth or in non-metropolitan
urban areas. Inclusivity may take different forms for
strategic and local planning, but the principle is
undeniable for effective planning and implementation.
A fundamental aspect of transport planning is that
the demand for transport is a derived demand − we
don’t move goods and services around for the sake of
it – rather we do so to make them easily accessible to
users. The aim is therefore, to minimise the distance of
travel and cost of transport required to access goods and
services.
Such a simple-sounding approach cannot, however, be
applied to the components of the transport system, only
to its totality. For a range of economic, environmental
and social reasons, it is desirable to reduce the extent
of reliance on driving a car to achieve access and to
increase use of more sustainable alternatives – walking,
cycling, public transport and car passenger.
A second key standpoint is that integrated transport
planning incorporates both complementarities and
conflicts between components of the transport system
and does so from the user’s (or potential user’s)
perspective.
Directions 2031 and Beyond (WAPC, 2010)
www.planning.wa.gov.au/publications/826.asp
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GUIDANCE - PART 3
3.4 Process
Process is a series of actions meant to accomplish some
result and directed towards a specific aim.
3.4.1 Defining the project
It is necessary to first set out the context, objectives and
expectations for the project4. Project briefs for integrated
transport plans should address the following six groups
of questions.
1. Why is the project being undertaken? What is the
background of the problem or situation that has
prompted the organization to go ahead with the
project?
This provides the project ‘overview’, which should
outline the transport problem and the economic,
social and environmental situations influencing the
project. It should also include hypothetical issues
such as assumptions and risks. Some risks can be
managed but others are potential that the project
must respond to if the outcomes are to be robust.
2. What is required for the project? What are the
aims, objectives, and budget available for the
project?
This defines the project ‘scope‘ where the project’s
aims, objectives and budget are outlined. It should
provide the community and business outcomes
required, but avoid being specific about outputs
(particularly if they relate to the transport system)
as this may pre-empt findings in the planning
process. It should also define areas outside the
project scope as the project manager, the project
team and any consultants need to know what is not
specifically required of them. Defining exclusions
add certainty to what is necessary for the project
work.
4
3 Who is involved in the project? What portion will
consultants undertake? What will in-house staff
be responsible for? What in-house staff resources
are available? Will the project require day-to-day
supervision? Will a steering committee need to
be appointed?
This defines roles and responsibilities for all project
staff within the commissioning organisation and
specifies reporting and consultative structures, even
if the required technical work is to be undertaken
entirely by external consultants.
At this stage key stakeholders can be named
along with details about how they will be identified
(this can as simply as ‘by agreement with the
project manager’) and the desired level of their
involvement with the project.
This information is from
http://articles.techrepublic.com.com/5100-10878_11-1055972.html
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Guidelines
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GUIDANCE - PART 3
4. When does the project start and finish? What are
the dates of each phase of the project?
t MFWFMPGDPOåEFOUJBMJUZGPSUIFQSPKFDUBOEåOBM
SFQPSU
t QSPKFDUNBOBHFNFOUBOESFQPSUJOH
This describes a detailed work plan for the project
including the dates for each phase of the project
and a detailed work plan. The work plan should not
be too prescriptive as project staff may need to vary
project dates. In practice, most integrated transport
planning projects include the following stages:
t XIPQSFQBSFTUIFåOBMSFQPSU
t GPSNBUBOEEFUBJMSFRVJSFEGPSUIFåOBMSFQPSU
and
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report and working papers.
t CBDLHSPVOEBOESFTFBSDI
t DPOTVMUBUJPOBOETUBLFIPMEFSJOWPMWFNFOU
t UFDIOJDBMBOBMZTJTBOE
t DPOTPMJEBUJPOJOUPBSFQPSUPSPUIFSEFMJWFSBCMFT
5. Where is the project carried out? What is the
scale and scope of the project? Where are the
key geographic locations involved?
The scale and scope of the project are
important aspects for the assessment of the
level of resourcing required, the appropriate
methodology(ies) and the level of community and
stakeholder consultation.
The spatial and conceptual boundaries should
be broad enough to contain the most substantial
issues that are to be addressed, but not so broad
that proposals for addressing the issues cannot be
specific and implementable. Scope for the project
should be flexible enough to allow both broad and
specific issues that need to be addressed.
6. How will the project be implemented? What
methodology is required to collect and analyse
the information? What is the time frame for its
completion? What performance indicators will
help to monitor and evaluate the project? What
is the level of confidentiality for the project and
its final report? Who will manage the project and
its reporting requirements? Who will prepare the
presentation of the final report, and what format
and level of detail is required? Who will retain
ownership and copyright of the final report and
working papers?
Provide the methodology required to collect and
analyse the information, such as:
t UJNFGSBNFGPSDPNQMFUJPO
t QFSGPSNBODFJOEJDBUPSTUPNPOJUPSBOEFWBMVBUF
UIFQSPKFDU
While item six may overlap with the previous five, it is
important to align it with the content and achievement of
project objectives.
It is also worthwhile to note that over-defined
NFUIPEPMPHZDBOJOIJCJUJOOPWBUJPOBOEUIBUJOUFHSBUFE
transport planning can often produce outcomes that may
not be envisaged at the start of the project.
Finally, it is important to define the deliverables for the
integrated transport plan which should align with its
scope, resourcing and timing.
3.4.2 Vision
A strategic vision needs to be concrete if it is to guide
integrated transport planning.
The vision for an integrated transport plan should be
community-based. Seeking benefits for the community
rather than simply planning a more efficient transport
system is a key aspect of integrated transport planning.
Understanding and supporting community values and
aspirations is a key starting point, which, if continued
during development of an integrated transport plan, will
also support implementation. This should also be the
basis of other planning programs and enable integration
across multiple local government’s activities and areas
of responsibility.
Understanding the community requires effort –
particularly as it is essential to ensure all sections of the
community are heard. The community vision should be
comprehensive and inclusive, with a good example of
this being in the one developed for the Town of Vincent
(‘Vincent Vision 2024’5).
5
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Vincent Vision 2024: A vision for the Town of Vincent 2004-2024. Town of
Vincent and the WA Planning Commission: Perth, WA.
www.vincentvision2024.com.au/home.html
GUIDANCE - PART 3
Community surveys have consistently shown people’s
desire for walking, cycling and public transport, with less
use of the car.
Awareness of community needs, aspirations and
expectations is not an intrinsic part of integrated
transport planning – but it helps to steer transport
planning towards what people and businesses want it to
achieve.
Establishing a common vision can be achieved by:
t VTJOHUIFFYJTUJOHWJTJPOGPSUIFBSFBPSCZ
EFWFMPQJOHBOFXPOF
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CVTJOFTTFTBOEMPDBMHPWFSONFOUBOE
t EFWFMPQJOHBTUSPOHQBSUOFSTIJQBOEDPNNJUNFOU
with all parties involved in preparing and
implementing the integrated transport plan.
The vision for an integrated transport plan should state
its objectives concisely in line with the needs, aspirations
and expectations of the community. It is important that
the vision is developed both by and for the community.
3.4.3 Key drivers
Transport planners and providers of transport
infrastructure facilitate access for business and the
community. They do not determine how individuals and
organisations access goods or services, but provide
access opportunity that people choose to use or not
to use. Ideal transport planning is inclusive, technically
sound, professional, and adheres closely to community
aspirations and expectations. If planning is not inclusive,
or has ignored community wishes, the resulting transport
system will not be as effective or efficient.
Key drivers defining an integrated transport plan are:
t HFOFSJDBOEMPDBM
t DPMMFDUJWFPSJOEJWJEVBM
t FDPOPNJDFOWJSPONFOUBMPSTPDJBM
t QFSTPOBMPSDPNNVOBM
In any diverse community there will be key factors driving
an integrated transport plan. Failure to recognise the
factors can reduce the potential for stakeholder and
community support throughout the planning process.
Examples of visions for integrated transport plans
t 5PBDIJFWFBTVTUBJOBCMFUSBOTQPSUTZTUFNUIBU
balances social, economic and environmental
values.
t 5PQSPWJEFTBGFBDDFTTBOENPCJMJUZGPSSFTJEFOUT
workers and visitors; and effective movements of
goods and services.
t 5PFODPVSBHFJOEJWJEVBMTUPXBMLDZDMFBOEVTF
public transport more often through the provision
of a wide range of safe and convenient transport
options.
t 5PUSBOTGPSNTUSFFUTJOUPJOGSBTUSVDUVSFSFTPVSDFT
that can serve a variety of uses (such as meeting
places and spaces for adjacent land use).
t 5PQSPWJEFBTBGFUSBOTQPSUTZTUFNUIBUTVQQPSUTB
diverse neighbourhood where residents desire to
live, work and play.
t 5IFUSBOTQPSUTZTUFNXJMMCFXFMMNBJOUBJOFE
to protect investment in the city’s transport
infrastructure.
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Guidelines
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GUIDANCE - PART 3
Key drivers can include:
t JODSFBTJOHDPTUPGVTJOHUSBOTQPSUGPSJOEJWJEVBMT
IPVTFIPMETBOECVTJOFTTFT
t UJNFQSFTTVSFTPOUIFDPNNVOJUZ
t UIFFGGFDUPGUSBGåDBOEDPOHFTUJPOPOBNFOJUZ
CVTJOFTTWJBCJMJUZQSPQFSUZWBMVFTBOEQFSTPOBMUJNF
t FOFSHZDPTUTBOEBWBJMBCJMJUZJOUIFGBDFPG1FBL0JM6
DSJTFT
t MPDBMFOWJSPONFOUBMDPODFSOTTVDIBTBJSRVBMJUZPS
USBGåDOPJTF
t HMPCBMFOWJSPONFOUBMDPODFSOTQSJNBSJMZDMJNBUF
DIBOHF
t BOBHFJOHQPQVMBUJPOBOE
Community aspirations and objectives
It is preferable to develop objectives for the integrated
transport plan with the community and stakeholders.
These objectives should reflect the vision for the
transport system in the area – but most importantly, they
should have community support, including that of the
local government’s elected representatives.
These objectives should provide guidance and monitor
planning and implementation of the integrated transport
plan.
The Metropolitan Transport Strategy 1995-2029 distils its
key principles to the following corresponding objectives
shown in Table 5.
t WJBCJMJUZPGMPDBMCVTJOFTTFT
3.4.4 Objectives and strategic targets
A balanced integrated transport strategy or plan at any
level requires a holistic7 transport planning approach to:
t TFUUIFMPDBMUSBOTQPSUTZTUFNJOJUTXJEFSSFHJPOBM
TVCSFHJPOBMBOEDPNNPOCPVOEBSZDPOUFYUT
The principal objectives of an integrated transport plan
should be that people and businesses are able to make
appropriate choices about transport and access, now
and into the future. This includes creating the conditions
where they are able to make such choices in the future
even if their present choices are in some ways in conflict
with the requirements for sustainability and robustness.
t EFMJWFSBTBGFUSBOTQPSUTZTUFN
t JOUFHSBUFUSBOTQPSUBOEMBOEVTFQMBOOJOH
t EFMJWFSBOBDDFTTJCJMJUZQPMJDZQMBOGPSUSBWFMDIPJDFT
PGBMMVTFSTPGUIFUSBOTQPSUTZTUFN
t SFDPNNFOETPMVUJPOTGPSNBOBHJOHDPOHFTUJPO
XJUIJOBDDFQUBCMFMFWFMT
Objectives for a transport plan can be driven by:
t USBWFMQBUUFSOTTVDIBTUSBWFMCFIBWJPVSDIBOHF
VTJOHEJGGFSFOUUSBOTQPSUNPEFT
t TFUSFMFWBOUUBSHFUTUP
t USBWFMUJNF
- reduce greenhouse gases, environmental
pollution and noise
t UIFBNPVOUPGFYFSDJTFVTFSTHFUUISPVHIUSBWFM
- minimise the negative effects of climate change
t UIFDPTUPGUSBWFMPS
- prepare the community for future changes, both
GPSFTFFOBOEVOGPSFTFFO
t UIFFYUFOUUPXIJDIVTFSTDBOBDDFTTUIFJSOFFET
locally.
t DPOUSJCVUFGPSUIFFDPOPNJDHSPXUIBOEXFMMCFJOHPG
UIFDPNNVOJUZ
t DPOUSJCVUFUPBJSRVBMJUZBOEPUIFSRVBMJUZPGMJGF
JTTVFTBOE
t JNQSPWFUSBOTQPSUJOGSBTUSVDUVSFCZQSPWJEJOH
economical transport solutions and minimising cost
to the users.
6
Peak Oil is the point in time when the maximum rate of global oil
extraction is reached, after which the rate of production enters terminal
decline. This concept is based on the observed production rates of
individual oil wells, and the combined production rate of a field of related
oil wells. Most observers agree that peak oil will be before 2020, with
some arguing that it has already been reached.
60
Guidelines
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7
The term holistic is used in the sense of emphasising the importance of
the whole and the interdependence of its parts.
GUIDANCE - PART 3
Table 5 – Metropolitan Transport Strategy 1995-2029 principles and objectives
Principles
Objectives
Safety
- reduce the incidence and severity of traffic injuries and fatalities.
- limit the cost of the transport system, including traffic (and public
USBOTQPSU
DPOHFTUJPO
- build and maintain the transport system within the financial means
PGUIF4UBUFTQSFTFOUHFOFSBUJPO
MJNJUOPOSFOFXBCMFFOFSHZVTFJOUSBOTQPSU
Efficiency
- enable residents, visitors and businesses to make informed
decisions about the costs and benefits of access and transport
PQUJPOT
- provide footpaths, cycle paths, roads and public transport services at
UIFMPXFTUFDPOPNJDTPDJBMBOEFOWJSPONFOUBMDPTUBOE
- promote efficient use of the region’s transport system.
- provide high levels of accessibility to personal and commercial
BDUJWJUJFT
- ensure a choice of access and transport options is available to
SFTJEFOUTWJTJUPSTBOECVTJOFTTFT
Effectiveness
- all components of the transport system should be planned,
EFWFMPQFEGVOEFEBOENBSLFUFEUPQSPNPUFCBMBODF
- agencies and local governments responsible for individual
components to report in a coordinated ‘State of the Transport
4ZTUFNSFQPSUBOE
- promote walking and cycling.
NBJOUBJOHPPEBJSRVBMJUZ
Environmental
responsibility
MJNJUDPOUSJCVUJPOUPFOIBODFEHMPCBMXBSNJOH
NBJOUBJOUIFSFHJPOTTVSGBDFBOEHSPVOEXBUFSTVQQMZTPVSDFTBOE
- maintain the region’s flora and fauna.
Social
responsibility
SFEVDFUSBGåDOPJTFBOE
Robustness
- promote a balanced transport system for Perth’s sustainable future.
- ensure people with special transport needs can satisfy those needs.
Source: Metropolitan Transport Strategy, 1995-2029. Department of Transport, Western Australia, 1995.
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GUIDANCE - PART 3
Strategic targets
3.4.5 Issues and needs
Targets for the transport plan should align to its key
objectives, to provide a benchmark to measure actual
achievement. Objectives and targets for an integrated
transport plan should be measurable and achievable for
up to five to ten years.
The following steps should be taken before developing
strategies and actions for an integrated transport plan to
achieve the defined objectives:
Objectives and targets may be:
t TQFDJåDAPVUDPNFUBSHFUTGPSNPEFVTFMJLFMFTT
car driving, more walking, more use of bicycles and
QVCMJDUSBOTQPSUPS
t NPSFHFOFSBMAGVUVSFUBSHFUTJOUFSNTPGUIFEJSFDUJPO
of change.
They should relate to key issues of concern in the
integrated transport plan.
1. describe and understand the current situation –
how the transport system is used and the problems
it poses (‘where we are’
2. describe the likely future situation with a ‘business
as usual’ approach and a ‘desired’ approach
(‘where we were going’ and ‘where we want to go’
3. identify gaps between the current and likely future
situations considering ‘where we are now’, ‘where
we were going’ and ‘where we want to go’.
A spider graph of this gap analysis is depicted in
Figure 13. The graph can also measure progress
towards planning objectives and to monitor future
implementation of actions with the advantage of
presenting information in a form that stakeholders are
already familiar with.
Having established the gaps between the current and
likely future situations, on the one hand, and where
the community wants to go, on the other, it is possible
to identify where intervention is needed to change the
status quo.
Issues and needs that can be identified through gap
analysis include:
t TIBSFEUSBOTQPSUQSJPSJUJFTBUMPDBMTVCSFHJPOBMBOE
SFHJPOBMMFWFMT
t MPDBMUSBOTQPSUQSJPSJUJFT
t TDBOOJOHHBQTJOBMMUSBOTQPSUOFUXPSLTQFEFTUSJBO
CJDZDMFQVCMJDUSBOTQPSUSPBESBJMGFSSZGSFJHIU
t QSPCMFNTBOEPQQPSUVOJUJFTGPSUSBOTQPSU
t PWFSBMMQMBOOJOHBOEUSBOTQPSUTUSBUFHJFTQPMJDJFT
and schemes (state, regional local strategies and
QMBOT
t BOZQSPQPTFEMPDBMJOJUJBUJWFTBOEIPXUIFZBDIJFWF
plan objectives for sustainability and support
SFHJPOBMBOETUBUFUSBOTQPSUQSJPSJUJFT
t QPQVMBUJPOEFNPHSBQIJDT
t MBOEVTFDPNNFSDJBMJOEVTUSJBMSFTJEFOUJBM
t USBWFMBDUJWJUJFTVSCBOGPSN
t USBWFMCFIBWJPVSBOEQBUUFSOTXJUIJOUIFQMBOBSFB
BOETVSSPVOETBOE
t PUIFSSFMFWBOUJTTVFT
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Guidelines
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GUIDANCE - PART 3
Figure 13 – Illustrating ‘gap analysis’ by ‘spider’ graph
Walk
Other
Cycle
Direction of
increase
Where we were going
Where we are
Public
transport
Car
driver
Car passenger
Walk
Target
12.5%
Other
Cycle
Target
2.1%
Target
11.5%
Direction of
increase
Where we want to go
Where we were going
Car
driver
Public
transport
Target
46%
Target
12.5%
Where we are
Car passenger
Target
1.25% persons/car
Source: ’CATALYST’/ ’Sinclair Knight Merz’ Consultants.
This stage of the integrated transport planning process
requires documentation and analysis of issues raised
through community and stakeholder consultation,
and suggesting of transport solutions to meet broader
community needs. A key element of community
involvement is often the release of an ‘Issues and
Options’ paper to describe why action is needed (issues),
alternate ways of addressing issues (options), and clear
indication of the consequences of the options.
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The ‘business as usual’ option must be included,
addressed and applied, as the most important and
difficult stage is often achieving broad support for a
change from the way people are already doing things
and are comfortable with. Often, the most crucial and
difficult part is getting community support for any change
to existing conditions.
GUIDANCE - PART 3
3.4.6 Challenges and opportunities
Some objectives and targets will be more difficult to
achieve and will depend on:
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GVUVSF
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and actions that bridge the gap.
Barriers to overcoming gaps may be:
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TUSBUFHJFTBOEBDUJPOT
t VTJOHBMUFSOBUJWFSFTPVSDFTTVDIBT
- existing programs of other organisations,
including federal and State Government
agencies, with similar objectives and
PVUDPNFT
- existing funding sources – make sure
qualifying criteria is understood and include
related projects within the funding scope.
For example, road projects should include
appropriate provision for public transport,
cyclists and pedestrians, as well as cars and
DPNNFSDJBMWFIJDMFT
- emerging funding sources who are seeking to
SFTPVSDFQJMPUPSEFNPOTUSBUJPOQSPKFDUT
t EJGGFSFOUQFSDFQUJPOTPGLFZTUBLFIPMEFSTUIF
DPNNVOJUZPSHPWFSOJOHCPEZ
t VTJOHUIFQPMJUJDBMQSPDFTTUPTVQQPSUQSJPSJUZ
GVOEJOHBMMPDBUJPOTBOE
t JOTVGåDJFOUQPXFSTGPSUIFPSHBOJTBUJPOUPBDU
t EFWFMPQJOHOFXGVOEJOHNFUIPETJODMVEJOH
partnerships with both public and private sectors,
where there is benefit to both parties.
t QSPDFTTDPNQMFYJUZBOEPSMPOHUJNFGSBNFT
t JOBEFRVBUFSFTPVSDFTGPSGVOEJOHBOE
t MBDLPGDPNNJUNFOUCZLFZTUBLFIPMEFSTUP
acknowledge need for change.
The following considerations can be used to address
these barriers.
1. Information and perceptions − a more inclusive
approach will share information and modify
individual perceptions and those of others.
2. Powers and process − are crucial to
implementation, but may apply more to timeframes
than feasibility. Identify and address implementation
issues during planning rather than implementation
stages. If powers and process constraints are
critical, more stakeholders may need to be included.
3. Resources − are always an issue, but the key is
to make more effective use of community and
individual resources by:
t NBLJOHCFUUFSVTFPGFYJTUJOHUSBOTQPSU
JOGSBTUSVDUVSFBOETFSWJDFT
t SFEVDJOHUSBOTQPSUDPOHFTUJPOUISPVHICFUUFS
QMBOOJOH
t VTJOHFYJTUJOHGVOEJOHBOESFTPVSDFTUPHJWF
priority to more integrated transport outcomes,
especially to reduce transport costs for
local government, residential and business
DPNNVOJUJFT
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4. Lack of commitment − should be addressed by the
transport planning process through inclusion and
sharing of information.
3.4.7 Strategies
The nature of integrated transport planning is that
component strategies will depend on the specific
situation even though they will be based on common
transport planning directions.
Strategies
Strategies for a sustainable transport system should
be identified in a realistic and achievable timeframe to
achieve defines objectives. Strategies should specifically
address factors such as:
t MBOEVTFBDUJWJUJFTQMBDFT
BOEUSBOTQPSU
t USBWFMEFNBOENBOBHFNFOUBOECFIBWJPVSDIBOHF
(informing and encouraging people of alternate
USBOTQPSUPQUJPOTUPDBSVTF
t NBOBHJOHDPOHFTUJPOUISPVHIUSBWFMEFNBOE
management and more efficient use of the existing
transport infrastructure’s capacity – for example,
reallocating road space for more buses, bicycles or
NPUPSDZDMFT
t JNQSPWJOHQFEFTUSJBOBNFOJUJFTXJUICFUUFSVSCBO
design and crime prevention through appropriate
TUSFFUBOEVSCBOEFTJHO
GUIDANCE - PART 3
t JNQSPWJOHDZDMJOHBNFOJUJFTXJUICFUUFSOFUXPSL
connections, safe integration with road traffic, and
EFTUJOBUJPOGBDJMJUJFT
3. assess positive and negative impacts of strategies
BOEBDUJPOTNBQQJOHJTBHPPEXBZUPEPUIJT
and
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to stops and stations, integration of services,
and extension of networks to access a range of
EFTUJOBUJPOT
4. not be unduly concerned about funding as this will
be addressed during planning.
t SFEVDJOHBJSBOEOPJTFQPMMVUJPOBOE
While funding should not constrain prioritisation, the cost
of strategies, actions and projects are an important part
of an integrated transport plan. The plan can identify
funding sources, or include this factor in strategies and
actions.
t JNQSPWJOHFDPOPNJDHSPXUIBOEDPNNVOJUZ
wellbeing.
Targets
t JNQSPWJOHQBSLJOHGBDJMJUJFTOPUPOMZGPSDBSTBOEGPS
PUIFSSPBEVTFSTBOEOFFET
3.4.8 Actions and targets
Actions
Each strategy will involve multiple actions that must be
relevant to the strategies and to achieving the stated
objectives.
Targets in this instance refer to targets for progressive
implementation of strategies and actions.
Implementation targets should:
t CFTFUGPSJOUFSJNBOEåOBMTUBHFTBOE
t NPOJUPSJNQMFNFOUBUJPOBOECFBEKVTUFEUPSFýFDU
new timeframes or delays and other impacts on
progress.
Strategies and actions should:
CFQSJPSJUJTFEUPHVJEFBDUJPOBOEJNQMFNFOUBUJPO
2. contain a costs and benefits analysis and directly
JOWPMWFTUBLFIPMEFST
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GUIDANCE - PART 3
3.4.9 Assessment, implementation and
review
t "UUIFåOBMJNQMFNFOUBUJPONPOJUPSTUBHFUIFUFSN
‘system usage’ (eg. travel/traffic volumes) is usually
used.
Implementation of actions
Often the effects of the actions are not measured at all.
All actions included in the implementation program must
be clear about individual responsibilities and delivery
timelines. Specific roles and organisational positions
should also be shown.
Transport systems are often seen as being particularly
complex systems to adapt, with two factors making
review of them difficult:
1. actual outcomes cannot be controlled or
EFUFSNJOFECFGPSFJNQMFNFOUBUJPOBOE
Responsibilities must define executive roles, partnerships
and contributions to the project to assist the
implementation process.
2. new situations may emerge (as outcomes) which
could not be identified during planning and from
the initial understanding of the transport system.
Implementation stages should be reviewed regularly and
priorities adjusted to achieve proposed actions.
A review of the integrated transport plan during the
planning process and after implementation should ask
four questions:
Review
1. Are the objectives and mandate for the integrated
transport plan still relevant − given social and/or
economic changes?
Objectives established early in the process will provide
a basis for review, and should be able to be used as a
source of referral. There may be ‘dislocation’ between
the stages in the process if terminologies are not fully
understood (Figure 14).
2. What are the results/outcomes − intended or
otherwise − of the integrated transport plan?
t "UUIFQPMJDZTUSBUFHZTUBHFUIFUFSNAPVUDPNFTFH
ease of accessibility) is usually used.
3. Has the integrated transport plan fulfilled
expectations?
t "UUIFQMBOOJOHBDUJPOEFWFMPQNFOUTUBHFUIFUFSN
‘outputs’ (eg. trips) is usually used.
4. Can the results of the integrated transport plan
be improved (eg. through a revised plan or
deliverable)?
Figure 14 – Example of dislocations of process review8
Strategy
Policy
Plan
Action
Monitor
Outcomes
(Access)
Outputs
(Trips)
Use
(Travel/Traffic)
Assessment
Evaluation
Measurement
Source: ’CATALYST’/ ’Sinclair Knight Merz’ Consultants.
8
Ker, I (2002). ‘Can Evaluation Be Too Prescriptive? Appraisal in the Age
of the Triple Bottom Line’. "VTUSBMBTJBO&WBMVBUJPO4PDJFUZ*OUFSOBUJPOBM
Conference. Wollongong, NSW.
www.aes.asn.au/conferences/2002/PAPERS/Ker.pdf
66
Guidelines
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integrated transport plans
GUIDANCE - PART 3
Answers to these questions may require reassessment of
initial strategies and actions.
Any planning exercise cannot anticipate the full range
of circumstances that will arise, but the flexibility to
adapt to changing circumstances should be one goal of
the planning process. Ongoing review against original
objectives is simply prudent planning rather than an
indicator of failure.
This is effectively a continuous improvement cycle of:
t 1MBO
t &WBMVBUF
t *NQMFNFOUBOE
t 3FWJFX'JHVSF
Figure 15 – Continuous improvement in terms of objectives9
Overall strategy
for transport & access
Identified transport
issues & trends
Project identification
New investment
New
roads
Provision
for alternative
models
Regulatory
measures
Economic
instruments
Land use
planning
Educative/
voluntary
measures
Planning
Direct & indirect impacts of initiative
Assessment criteria
Economic
impact
Local environmental
impact
Global environmental
impact
Social
impact
Evaluation
Final assessment
Implementation
Implementation
& Review
Review
Monitoring
Source: Adapted from Allen Consulting (2000). Urban Transport and Climate Change: Developing an Integrated Investment Framework.
National Taskforce, National Greenhouse Strategy Measure 5.3, Promoting Best Practice in Transport and Land Use Planning.
9
Adapted from Allen Consulting (2000). Urban Transport and Climate
Change: Developing an Integrated Investment Framework. The Allen
Consulting group for Transport WA, Australian Greenhouse Office, Transport
Queensland and Victoria Department of Infrastructure: Perth, WA.
67
Guidelines
for preparation of
integrated transport plans
GUIDANCE - PART 3
68
Guidelines
for preparation of
integrated transport plans
GUIDANCE - PART 3
GUIDANCE
Part 4 –
Developing,
implementing
and reviewing
integrated
transport plans
4.0
Summary – Part 4
4.1
Developing an integrated
transport plan
4.1.1 Integrated transport with
social, economic and
health planning
4.1.2 Integrated land use
planning and transport
4.1.3 Accessibility and amenity
4.1.4 Integrated transport system
4.1.5 Safety
4.1.6 Traffic congestion
4.1.7 Travel demand
management and travel
behaviour change
4.1.8 Parking
4.2
Evaluation and review
4.2.1 What is the value of
a project or initiative?
4.2.2 Whose value?
4.2.3 Monitoring achievement
4.3
Integrating planning and
implementation
4.3.1 Seamless transition –
handing over the baton
4.3.2 Funding
69
Guidelines
for preparation of
integrated transport plans
4.3.3 Be prepared – create
space for opportunistic
implementation
4.0 Summary – Part 4
The starting point for any integrated transport plan
should be an assessment of the existing situation
BHBJOTUUIFFDPOPNJDBOETPDJBMGVODUJPOJOHPGUIFBSFB
and the extent to which transport serves the needs of the
business and residential communities.
Integrating land use planning and transport is a means
of bringing the impact of transport to within the planning
realm so that the aims of land use planning can
encompass the aim of limiting the adverse effects of
(primarily motorised) mobility, as well as other impacts
of land use and activities.
Integration of different land uses in close proximity,
by promoting higher-density with a mix of land uses,
reduces the need to travel. Traffic volumes and choices
of mode of travel are influenced by the location, density
and mixture of land uses.
There is a common understanding among decisionmakers, transport planners, urban place makers and
transport engineers that transport infrastructure solutions
alone will not deliver sustainable and effective transport
outcomes.
Land use and transport infrastructure planning need
to work together. Land use must be included as an
integral part of the integrated transport plan. Shaping
the patterns and scale of development through land use
planning can help to facilitate an efficient land usetransport system.
Integration is not simply a matter of the supply of
transport infrastructure and services, it is also about
helping the community to be able to use transport in
ways that make the most of the opportunities available
to them.
The importance of connected transport networks
is taken for granted in road planning at both the
regional and local level, but can easily be overlooked
for public transport, cycling and walking. Barriers and
discontinuities are more of a deterrent to pedestrians,
cyclists and public transport users than for car drivers,
who can usually find a way around such impediments.
70
Guidelines
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The planning, design, construction and maintenance
of roads have to consider the needs of all road users
to minimize conflicts or adverse impacts. Major urban
roads and residential streets are the primary movement
infrastructure for all land-based transport other than
railways.
Traffic congestion is a major issue in urban areas and
is prevalent in various major cities in Australia. It needs
to be addressed in the integrated transport planning
process. Road congestion gets worse and increases
rapidly as the volume of traffic approaches the capacity
of the road.
There are a number of measures and responses that
can be used by road authorities to address this issue,
including both supply-side (e.g. capacity enhancement)
and demand-side (e.g. travel demand management)
responses. The adverse impacts of congestion are
PONPUPSWFIJDMFVTFSTDZDMJTUTQFEFTUSJBOTOFBSCZ
CVTJOFTTFTXIPTFDVTUPNFSTBSFJODPOWFOJFODFEBOE
road safety.
Road trauma is one of the major public health problems
facing the community. Transport safety is usually
perceived in the context of road crashes, particularly
those that result in fatality or serious injury. To help
resolve this problem the Western Australian Local
Government Association (WALGA) has developed
statewide road safety programs, which actively engage
and involve local government and the community in
implementing specific initiatives of Towards Zero, the
Western Australian Road Safety Strategy for 2008-2020.
Travel demand management tends to be imposed on
the community through managing the supply, operation
and pricing of transport services. Travel demand
management is intervention so that more desirable
transport, social, economic and/or environmental
objectives can be achieved and adverse impacts of
travel, including road congestion, can be reduced.
Travel behaviour change is usually a voluntary process
driven by demonstrated benefits to individuals and
households. A lot of transport behaviour is built up as
the cumulative effect of experiences becomes habit.
Many people have a misperception of various parts of
the transport system, usually favouring the private car
over public transport, cycling and walking – people
consistently under-estimate the time and cost of driving
BDBSBOEQBSLJOHBOEPWFSFTUJNBUFUIFDPTUGPSQVCMJD
transport.
GUIDANCE - PART 4
Parking is usually perceived as a passive element of the
transport system. However, there is a growing realisation
that it is an essential contributor to how the transport
system operates and the success of that system in
meeting the needs and wishes of the community and
business.
Conventional assessment is most likely to be incremental
and is best-placed to answer the question ‘How do we
improve what we have?’, while an improved assessment
will be more complete and strategic to answer the more
important question of ‘how do we provide what we
need?’
Local government can modify the parking requirements
to reflect differential access opportunities. Since
the current requirements are based on a suburban,
maximum-demand situation, places that have
reasonable access by public transport or have a higher
than average population within cycling or walking
distance, can be considered for reduced parking rates.
Funding sources for transport infrastructure will vary from
time to time and to some extent from place to place. It
is recommended to seek advice from the Department of
Transport or the WALGA during the integrated transport
planning process, as the potential for funding may
influence how the responsible local government will
define the implementation of actions and projects.
Often, new types of initiatives have no obvious existing
funding source, but this should not prevent integrated
transport planning from demonstrating the value of such
initiatives to the community.
Evaluation and review is an essential component of the
integrated transport plan’s process, to ensure that stated
plans effectively address their objectives and respond to
changing circumstances. When done well, an integrated
transport plan is likely to fundamentally change some
of the ways in which travel and related activities are
organised in an area.
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Guidelines
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GUIDANCE - PART 4
4.1 Developing an integrated
transport plan
t Enhance community development and wellbeing
− Celebrate cultural and social diversity
− Provide a range of community programs
An integrated transport plan should begin with an
assessment of the existing economic and social
functions of the area and the extent to which current
transport options serve the needs of the business and
residential populations.
It is possible to use quantitative modelling for some
aspects of the integrated transport plan’s process to
predict the likely transport future of an area based on
current land use and transport strategies. These are,
however, limited in dealing with changed paradigms
as they have to rely on data from the recent past under
current strategies.
A case study review of similar experiences with
integrated transport plans developed by other
jurisdictions can help clarify the affect of different
approaches to transport planning on performance and
requirements. This should have regard to the specific
situation in the local government responsible for
developing an integrated transport plan.
4.1.1 Integrated transport with social,
economic and health planning
The economic and social development strategies held
by many local governments, or at least the policies
and practices that influence their economic and social
development, can be useful in preparing an integrated
transport plan. Some of the objectives and strategies of
these might include1:
t Progress economic development with adequate
financial resources
− Promote the city as a place for investment
− Develop and promote partnerships and alliances
− Promote business development
− Identify the needs and expectations of the
community
− Reduce reliance on rates revenue
− Continue to implement principles of universal
access
− Focus on community and customer needs
− Enhance community safety programs.
Such strategies, policies and practices need to
consider the local and regional access and movement
opportunities for both business and residents2.
At the local level, people who walk are far more likely
to support local businesses and have an active interest
in the local community. Fostering local employment
opportunities will give local residents better access to
jobs and also reduce the extent to which those with
jobs need to travel to work by car. This benefits both the
individual by reducing the time and cost of commuting
and the community by reducing the volume of car traffic
to which it is exposed.
At the regional level, there is often a lot of unused
capacity in road and public transport systems, even
during peak periods when the transport system is
under greatest stress. Most peak period travel involves
commuting to and from work, although in the morning
travel to school is a substantial component. Peak flows
are often one-directional, being for travel to work in the
morning and from work in the afternoon.
Recent statistics show that in 2009, 40 per cent of
Western Australian adults have not been sufficiently
active to achieve health benefit, essentially the same
as in 2006 (41 per cent) but lower than 2002 (44 per
cent) and 1999 (46 per cent). This level of inactivity has
serious implications for physical and mental health3. It
is clear that increasing physical activity levels may best
be achieved by encouraging more Western Australians
to walk and cycle more as a form of exercise, transport
or social activity. This can increase social interaction,
enhance community wellbeing and assist in crime
prevention in neighbourhoods as there are more ‘eyes on
the street’.
− Provide a positive triple bottom line return.
1
Plan for the Future: Strategic Community Plan 2011-2021. City of Vincent:
Perth, WA. www.vincent.wa.gov.au/files/2ca49823-9911-4db4-86a59ebe009bbd42/Strategic_Plan_2009-2014.pdf
72
Guidelines
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integrated transport plans
2
&DPOPNJD%FWFMPQNFOU4USBUFHZ. City of Vincent: Perth, WA.
www.vincent.wa.gov.au/files/1b178ff2-9f4a-4c8e-a91f-9ebe009bc15c/
Economic_Development_Strategy.pdf
3
Physical Activity Taskforce - Be active WA.
www.beactive.wa.gov.au/index.php?id=482
GUIDANCE - PART 4
Health authorities say that as little as 30 minutes
of moderate physical activity on most days can
provide a health benefit. Those activities most likely
to be continued throughout life are those that can be
incorporated into everyday habits and lifestyle. Therefore,
walking for transport as well as recreation offers
significant potential for increased physical activity.
Leaving the car at home and walking and cycling for
transport can help reduce the problems of pollution and
traffic congestion. Every day, residents in metropolitan
Perth make more than 250,000 private car trips that are
less than one kilometre, and our dependence on the
motor vehicle is increasing 4.
Local government can play a crucial role in increasing
physical activity of the community by creating urban
form and land use developments, and provide transport
infrastructure facilities for active living to encourage
walking and cycling for travel needs.
4
4.1.2 Integrated land use planning and
transport
The distribution and types of land uses affect travel
patterns. Transport is a demand driven by the need for
people to get from one place where they do something
to another place where they do something else.
Integrating land use and transport planning is a means
of bringing the impacts of transport to within the land
use planning function so that the aims of land use
planning can encompass the aim of limiting the adverse
effects of (primarily motorised) mobility as well as other
impacts of land use and activities (Figure 16).
Land use planning is often dealt with in terms of
separation, with the aim of limiting adverse impacts of
one activity on another. Metropolitan land use planning
in Perth in the last 40 years has divorced activities (land
uses) from the movement network. The road system
is designed to move traffic rather than serve places.
Separation adds its own adverse impacts through high
levels of motorised travel. A dispersed pattern of lowdensity development relies almost exclusively on cars as
the primary mode for transport.
Walk WA: A Walking Strategy for Western Australia, 2007
www.beactive.wa.gov.au/index.php?id=350
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Guidelines
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GUIDANCE - PART 4
Figure 16 – Urban transport system – land use interaction5
Urban activity system
Transportation system
Land development
Transportation services
Commercial
floorspace
Housing
Road
Nonmotorised
Transit
Car ownership
Location processes
Travel demand
Labour
market
Residential
location
Firm
location
Goods
&
services
Personal
travel
Activity interactions
Personal
activity
patterns
Transport network flows
Exchange of
goods &
services
Road
Transit
Nonmotorised
Source: AUSTROADS Guide to Road Transport Planning (2009).
Land use planning in Perth has not been successful in
achieving employment opportunities in some locations,
especially outer parts of the metropolitan area. Jobs
are widely distributed across the Perth working zone,
but compared to population distribution they are
heavily clustered in particular parts of the city. In 2006,
the City of Perth accounted for 17 per cent of Perth’s
employment. Other important employment clusters
include the industrial centres of Kewdale-Welshpool,
Malaga, Osborne Park and Canning Vale.
Employment is concentrated in the inner and middle
suburbs, while population is concentrated in the outer
suburbs. In 2006, the Inner and Middle sub-regions
together had 66 per cent of jobs, but just 44 per cent of
employed residents. The Outer sub-region had 50 per
cent of population, but only 30 per cent of jobs. A lack of
jobs relative to population is most evident in the southeast and north-west Outer sub-regions6.
5
6
AUSTROADS Guide to Road Transport Planning,2009www.onlinepublications.austroads.com.au/items/AGRTP-09
74
Guidelines
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Population growth, jobs growth and commuting flows in Perth - Bureau of
Infrastructure Transport and Regional Economics (BITRE), Canberra, ACT,
2010 www.bitre.gov.au/publications/75/Files/perth.pdf
GUIDANCE - PART 4
The result is large numbers of people commuting
long distances in the same direction. The most visible
manifestation of this is the typical congestion on the
Mitchell Freeway co-existing with overcrowding on the
northern suburbs railway running down the middle of the
freeway.
Influencing the location of employment is not easy
and it is important to reflect the commercial pressures
on employers, which include having good access to
workforce and customers/clients. Local governments can
assist this by:
t SFEVDJOHTFQBSBUJPOCFUXFFOFNQMPZNFOUBOE
residential land uses where this can be achieved
without adverse effects on residential amenity,
which will help reduce travel distances to work and
GBDJMJUBUFUSBWFMCZCJLFBOEPOGPPU
t FODPVSBHJOHNJYFEVTFEFWFMPQNFOUTFTQFDJBMMZ
in activity centres, which will increase the extent to
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t BMMPXJOHIJHIFSSFTJEFOUJBMEFOTJUJFTJOQSPYJNJUZUP
BDUJWJUZDFOUSFTXIJDIXJMMJNQSPWFCPUISFTJEFOU
access to employment and business access to
DVTUPNFSTBOE
t TVQQPSUJOHCVTJOFTTEFWFMPQNFOUJOMPDBUJPOT
where contra-peak-flow access for employees is a
real possibility.
Integration of different land uses in close proximity
by promoting higher-density with a mix of land uses
reduces the need to travel. Traffic volumes and choices
of mode of travel are influenced by the location, density
and mixture of land uses.
The efficient functioning and social/economic robustness
of a region is dependent on the efficient functioning of
local and district centres. Directions 2031 and beyond
acknowledges that most of the 2031 Perth metropolitan
area already exists and, at the local level, most of the
future urban form and development is already in place.
Where this is so, integrated land use and transport
planning can influence the functioning of the area by:
t BMMPXJOHNJYJOHPSDPMPDBUJPOPGDPNNFSDJBMBOE
residential uses where it can benefit both residential
amenity (closeness to activities) and business
viability (closeness to customers) as well as
community amenity through more interesting and
BDUJWFQMBDFTBOE
t JNQSPWJOHUIFQFSNFBCJMJUZDPOOFDUJWJUZBOE
legibility of movement systems, especially for
walking, cycling and public transport to give more
options for access in ways that reduce the need for
private motorised travel.
These approaches are equally applicable at all stages
of integrated transport planning, but the strategies and
actions will likely differ. It is important to remember that
the efficient functioning of local and district centres
is of fundamental importance to the social/economic
robustness of a region.
There is no comparable requirement for a local (or
regional) integrated transport plan that would action
the access and mobility consequences of land and
property development in ways that would maximise their
contribution to the community. Ideally, land use planning
and transport planning should occur hand in hand. In the
case of greenfields development there is more flexibility
in land use and transport patterns but it is even more
important to get integration of the two from the start.
Apart from the fact that the development is new and
will be difficult to change significantly for even longer
than for existing developed areas, some forms of urban
development have been shown to be detrimental to use
of any mode of transport other than the private car. By
encouraging the use of cars, even for short journeys,
such development patterns are also detrimental to the
viability of local businesses, adding to the need to travel
longer distances to satisfy everyday needs.
t NPEJGZJOHUIFEFUBJMPGBDUJWJUZUZQFBOEMPDBUJPO
within the built urban form to allow different mixes
PGBDUJWJUJFTTVDIBTNVMUJQVSQPTFUSJQT
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Guidelines
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GUIDANCE - PART 4
A recent study of Perth’s Liveable Neighbourhoods 7
has revealed some results on transport sustainability in
already built urban developments incorporating liveable
neighbourhood design principles. The research shows
that despite residents of liveable neighbourhood suburbs
driving less and taking more walking trips relative to
residents of conventional neighbourhoods, there was
little else to indicate that Liveable Neighbourhoods is
achieving its sustainable transport goals.
There is no strong evidence that the liveable
neighbourhood developments are improving
regional transport sustainability. None of the liveable
neighbourhood suburbs actually produces the
density and mix of uses in their centres, hence there
are no better land use and transit services. Transit
was unfortunately very poor for all the liveable
neighbourhood suburbs and transit trips to work
took 50 minutes longer compared to car trips to
work. The study made recommendations that the
Liveable Neighbourhoods should be reviewed to
include a requirement for delivering of transit-oriented
developments, mixed-use and denser developments to
actually deliver the land use and transit options that it
suggests in theory.
Integrated land use transport and transport planning
is achieved through measures that affect the urban
structure, such as the:
t UZQFBOENJYPGMBOEVTFBOEJUTTQBUJBMSFMBUJPOTIJQ
UPUSBOTQPSUOFUXPSLTQBSUJDVMBSMZQVCMJDUSBOTQPSU
t EFTJHOBOEDPOOFDUJWJUZPGUSBOTQPSUOFUXPSLT
QBSUJDVMBSMZQVCMJDUSBOTQPSUXBMLJOHBOEDZDMJOH
and
t DPOUBJONFOUPGFNQMPZNFOUBOEPUIFSBDUJWJUJFT
(shopping, leisure) within an area encouraged
through zoning.
Existing urban areas with conventional land use
and transport network patterns require local
government action to be transformed to more liveable
neighbourhoods that offer more travel choices. Local
7
Living on the Edge- Transport sustainability in Perth’s Liveable
neighbourhoods Ryan Falconer, Peter Newman, Billie Giles-Corti (PATREC,
2007) www.patrec.org/old_patrec/conferences/PATRECForum_Oct2008/
presentations/16_Falconer,Ryan_full.pdf
76
Guidelines
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governments could achieve this by changing local
planning scheme zoning and residential codes to
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EFWFMPQNFOUTUPGBDJMJUBUFQSPWJTJPOTGPSXBMLJOHDZDMJOH
QMBOUJOHTUSFFUUSFFTBOEDIBOHJOHQBSLJOHSFRVJSFNFOUT
for developments to encourage use of alternative
transport modes.
Directions 2031 and beyond encourages to plan and
develop transit-oriented developments to accommodate
mixed-use and higher-density housing development that
maximises the opportunities for land use and public
transport integration. There are obvious benefits of the
Western Australian Planning Commission’s Development
Control Policy 1.6 - Planning to support transit use
and transit-oriented development that encourages the
integration of land use and transit facilities8.
Land use must be included as an essential part of the
integrated transport plan. There is an understanding
among decision-makers, transport planners, urban
place-makers and transport engineers that land use and
transport infrastructure planning need to work together
as transport infrastructure solutions alone will not deliver
sustainable and effective transport solutions.
4.1.3 Accessibility and amenity
Accessibility and amenity must be measured in relation
to those things that are valued by people who live in the
area rather than according to what the transport or land
use planner thinks is important. It is especially important
to look at the ease of access to those things that people
want to have close to them, whether measured in
distance9 or time10 (Figure 17).
In practice, accessibility depends upon individual
perceptions of the safety, security and amenity of the
access options available to them. There is no substitute
for asking people about the things that cause negative
perceptions, preferably in the context of the real world,
through community audits or place checks11.
8
WAPC’s Development control policy 1.6 Planning to support Transit Use
and Transit Oriented Development
www.planning.wa.gov.au/dop_pub_pdf/DC_1.6_Jan06.pdf
9
Cities for a Small Country. Richard Rogers and Anne Power (2000).
Faber & Faber: London, England.
10
Network City: community planning strategy for Perth and Peel.
WA Planning Commission (2004): Perth, WA.
11
See, for example, Leederville Placecheck (www.vincentvision2024.
com.au/downloads/Leedervilleplacecheckcombined.pdf) part of Vincent
Vision 2024. Town of Vincent: Perth, WA.
GUIDANCE - PART 4
Figure 17 – Ease of access – References to distance and time
Distance
Time
City
Cathe
dral, ci
ty hall
, majo
r thea
tre
Universities, regional exhibition centre, etc
Not near me
Ma
jor
pub
lic f
acil
itie
s, k
ey m
Ge
use
ne
um
ral
s
ho
sp
ita
l
‘Monthly’ zone
within 20 minutes
To
w
Large
parks
Schools
Family &
friends
Mobile
phone
towers
Home
Small
shops
Basic medical
(GP/pharmacy)
Library
Community
centres
Public Park
transport
Childcare
Bank/
post office
Cafe/Rest./Bar
recreation
Work
Airport
CBD
‘Daily’ work zone
within 5 minutes
m
Heavy
industry
00
ourhood
Larger
shops
20
Community centre
Sh
op
pin
g
Spor
ts ha hub
ll
ighb
tre
cen
alth
He
- 2 ha
Park
Ne
Leisure/acts centre
Larger
shops
Chu
- supers
rch
tore
/me
Se
etin
co
g fa
nd
cilit
ary
y
sch
oo
l
‘Daily’ zone
within 10 minutes
Rubbish
tips
Hospitals
Distric t
en
Gre
m
600
Pub
n
Beach
‘Weekly’ zone
within 10 minutes
Picnic
spots
Cinemas
tre
cen
nt
me
n
i
rta
nte
l/e
ha
ura
t
l
r 15
Cu
ove
rk a
p
e
Larg
ucation
Higher ed
200m
Cr
e
Shop che
Primary sch Home
ffice
Post o
Prisons
0m
500
Adapted from UWE sustainable settlements guides for the DETR to which we would draw attention
Up to 20km
Source: Cities for a Small Country. Richard Rogers and Anne
Power (2000). Faber & Faber: London, England.
Source: Network City: Community planning strategy for Perth and Peel.
WAPC (2004): Perth, WA.
A placecheck is a system originating from the Urban
Design Alliance12, a UK based organisation, that helps
groups of people and organisations find a way forward
to improve their neighbourhood or town centre in a
systematic way. A placecheck is a method of assessing
the qualities of a place, showing what improvements
are needed and focusing people on working together to
achieve them.
Many of the things that people would like to have close
to their homes lend themselves to walking as an access
mode. The concepts of walkable catchments13 and
walkable neighbourhoods14 have been promoted in
Liveable Neighbourhoods for newly developing areas,
but are equally applicable to existing developed areas.
The main difference is that there is already an urban
form and structure for existing developed areas, so the
emphasis for improving walkability must lie more in
modifying (engineering and design) than on planning.
12
13
A walkable catchment is usually defined as ‘the actual area served within
a 400-metre (5-minute) or 800 metre (10-minute) walking distance from
a desired destination, which may be a town centre, activity centre or a
transit stop.
14
A walkable neighbourhood means the area defined by 400 metre or
5-minute walk from an activity centre having an interconnected and safe
walkable street network.
www.placecheck.info
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GUIDANCE - PART 4
Figure 18 – Example of walkable catchment Canning Bridge Precinct Vision –
Precinct Analysis 200915
Legend
800 m Pedshed
400 m Pedshed
Study area
Cadastre
Railway
Source: Report for Canning Bridge Precinct Analysis, October (2009).
Accessibility measured in this way must take into
account the actual safe and convenient walking
opportunities that are available. The extent of this
accessibility can vary substantially depending upon the
distribution of people and activities and the layout of the
walking and other transport options, including the barrier
effect of major transport infrastructure (Figure 18).
As well as looking at individual centres of activity in
this way, it is important to look at the area as a whole
to identify areas that have particularly low levels of
accessibility.
15
Within a local area there will be a number of town
centres and activity centres for which plotting the
accessibility/walkability catchments for each of these will
identify areas of low accessibility and, correspondingly,
areas that might lie in the overlaps of two or more
catchments.
As illustrated in Figure 19, it is important also to
recognise that:
t DBUDINFOUTBSPVOEMJOFBSNBJOTUSFFUDFOUSFTBSF
MJLFMZUPCFFMPOHBUFEBMPOHUIFNBJOTUSFFUBYJT
and
Report for Canning Bridge Precinct – Precinct Analysis, Department
for Planning, 2009 www.planning.wa.gov.au/dop_pub_pdf/Precinct_
Analysis_FINAL_030210.pdf
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GUIDANCE - PART 4
Figure 19 – Walkable catchments in the City of Vincent, Perth, WA16
800 metres
radius
400 metres
radius
800 metres
walking
distance
Source: Enhancing the cycling and walking environments to promote accessibility. Sustainable Urban Transport
Planning Workshops (various locations). ARRB Group (2006). Perth, WA.
16
Source: ARRB Group (2006). ‘Enhancing the cycling and walking
environments to promote accessibility’. Sustainable Urban Transport
Planning Workshops (various locations). ARRB Perth, WA.
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Guidelines
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t FGGFDUJWFDBUDINFOUTBSFNVDITNBMMFSUIBOUIF
simple 400 m or 800 m radius and will have
different shapes. For a traditional rectangular gridpattern street layout, the effective catchment has a
rhomboid shape rotated 45º to the road network, if
there are no impediments to pedestrian movement.
The 400 m and 800 m walking distances have achieved
a level of credibility as the result of their adoption in
land use planning and urban design documents. The
distance that people are prepared to walk, however,
varies from person to person, from place to place and
according to the purpose of the walk. For many people,
especially for regular trips, walking distances of 1km or
more are quite acceptable. For example, 400 m tends to
be used as the acceptable walking distance to bus stops
and 800 m to train stations, but research has shown that
at some Perth train stations more than 70 per cent of
walk-on passengers actually walk more than 1 km17.
In Brisbane, more than 50 per cent of people who walk
to public transport walk further than 400/800 metres
and the mean walking distances are 0.6 km to a bus
stop and 1 km to a train station (Table 6). More than one
in seven walks further than 1.07 km to bus and 1.57
km to train. A similar pattern appears with other regular
walking trips from home, with the mean around 1 km.
For a regional study, a different scale of accessibility
needs to be considered – accessibility to employment
opportunities and other activities through the transport
system.
In some places, people may be able to walk or cycle
to local activities or public transport may provide
reasonable access to activities, including employment,
goods and services. In others, however, these services
and opportunities are not so readily available. Where
there are concentrations of people without access to
a car and public transport does not already provide
reasonable access to jobs or to goods and services,
there is a role for public transport to overcome the
resulting transport disadvantage and social exclusion.
Lack of transport to attend job interviews can be an
impediment to taking the first step towards gaining
employment as can a high cost, even among those who
already have a job.
Table 6 – How far will people walk18
Median
(km)
Mean
(km)
85th %-ile
(km)
To shop
0.68
0.81
1.24
To primary school
0.79
0.92
1.34
To usual workplace
1.04
1.17
1.85
To public transport – bus stop
0.44
0.60
1.07
To public transport – train station
0.89
1.04
1.57
From public transport – bus stop
0.33
0.47
0.85
From public transport – train station
0.62
0.78
1.32
Distance
From Home:
Source: Matthew Burke and A L Brown ‘Distances people walk for transport’. Volume 16, No 3, September 2007. ARRB
Road and Transport Research, Melbourne, Victoria.
17
Ian Ker and Simon Ginn (2003). ‘Myths and realities in walkable
catchments: The case of walking and transit’. Road and Transport
Research, Volume 12 No 2, June 2003. ARRB Transport Research:
Melbourne, Victoria.
80
Guidelines
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18
Matthew Burke and A L Brown (2007). ‘Distances people walk for
transport’. Road and Transport Research, Volume 16 No 3, September
2007.
GUIDANCE - PART 4
Census data can provide a clear picture of how feasible
it is for people in a local area to use public transport
or cycle to get to and from work. This analysis can be
used for place of residence (Figure 20) or place of work
(Figure 21).
Figure 20 – Analysis of census data – Journey to work (public transport and cycling)
for place of residence
Residence
Journey to Work
Public transport serves
workers who live in a
narrow band of the Eastern
Metropolitan Region –
mainly commuters to the
Perth CBD.
Note: Average Perth public
transport mode share for
journey to work is 9.6%.
Residence
Journey to Work Cycling
Cycling to work is a
minor mode and is less
used (0.8%) than for the
Metropolitan Area as a
whole (0.9%).
Belmont has the highest
local government-wide
cycle usage at 1.6%, but
areas along the rail line are
highest.
Source: *OUFHSBUFE5SBOTQPSU4USBUFHZGPS1FSUIT&BTUFSO3FHJPO$POTPMJEBUFE3FQPSU
GPS&BTUFSO.FUSPQPMJUBO3FHJPOBM$PVODJM"RRB and Ian Ker (2007).
81
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GUIDANCE - PART 4
Figure 21 – Analysis of census data – Journey to work (public transport and cycling)
for place of work19
Workplace
Journey to Work
Public transport does not
serve people working within
the region well, even when
they work in locations
with a large number of
employees.
Note: Average Perth public
transport mode share for
journey to work is 9%.
Workplace
Journey to Work
Cycling to work is fairly
uniformly distributed.
Some concentration in
areas immediately north of
Guildford Road.
Low cycle usage
in Malaga despite
proximity of employee
residence.
Source: *OUFHSBUFE5SBOTQPSU4USBUFHZGPS1FSUIT&BTUFSO3FHJPO$POTPMJEBUFE3FQPSU
GPS&BTUFSO.FUSPQPMJUBO3FHJPOBM$PVODJM"RRB and Ian Ker (2007).
.
19
Eastern Metropolitan Region Integrated Transport Strategy
www.emrc.org.au/regional-integrated-transport-strategy.html
82
Guidelines
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GUIDANCE - PART 4
There is a clear similarity of location between those who
are most vulnerable to increases in petrol prices, largely
because of their heavy dependence on driving a car
for getting to and from work and the distribution of the
transport-disadvantaged.
Census data have also been used to identify areas where
a combination of transport disadvantage and the cost
of housing (mortgage repayments) combine to make
households highly vulnerable to increases in the price of
oil or in interest rates. This can also be used to identify
trends over time, including emerging hotspots (Figure 22).
Figure 22 – Analysis of census data – Oil and mortgage vulnerability in Perth20
Source: Dodson, J. and Sipe, N. Unsettling Suburbia: The New Landscape of Oil and Mortgage Vulnerability
in Australian Cities - Urban Research Paper 17, Griffiths University, Queensland (2008).
Note: This map predates the opening of the Southern Suburbs Railway in Perth.
20
Jago Dodson and Neil Sipe (2008). Unsettling Suburbia: The New
Landscape of Oil and Mortgage Vulnerability in Australian Cities. Research
Paper 17, Urban Research Program, Griffith University: Brisbane, Qld.
www.griffith.edu.au/__data/assets/pdf_file/0003/88851/urp-rp17dodson-sipe-2008.pdf
83
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4.1.4 Integrated transport system
t $POOFDUFEUSBOTQPSUOFUXPSLTNFBOTDPOOFDUJPOT
between the modes as well as for each individual
mode.
Multi-modal transport system and connected
transport networks for users and services
t )PXHPPEJTXBMLBDDFTTUPCVTTUPQTBOEUSBJO
stations? How can it be improved?
Multi-modal transport planning is a multi-faceted
approach that considers all modes/options and needs
for all users of the transport system.
Integrated transport planning is a tool used by the
whole-of-system approach of multi-modal transport
planning that also involves land-use planning, urban
planning, travel demand management mechanisms
(both regulatory and non-regulatory), intelligent transport
TZTUFNTOFUXPSLTPMVUJPOTBDDFTTNBOBHFNFOUBOE
inter-modal facilities.
Integrated transport planning aims to ensure that there
is a suitable and interconnected transport infrastructure
for all transport modes such as private car, freight,
public transport, walking and cycling. To keep people
and goods moving around and through the region it is
important that all transport modes (infrastructure and
services) are connected and work together. This will
result in improving the community’s overall accessibility
to jobs, services, recreation and other activities.
The importance of connected transport networks is taken
for granted in road planning at both regional and local
levels and can easily be overlooked for public transport,
cycling and walking. Barriers and discontinuities are
more of a deterrent to pedestrians, cyclists and public
transport users than for car drivers, who can usually find
a way around such impediments’21, 22 (Table 7).
t 'PSQFEFTUSJBOTCBSSJFSTNBZJODMVEFSPBETUIBU
are difficult to cross, lack of footpaths and a hostile
walking environment.
t 'PSDZDMJTUTCBSSJFSTNBZJODMVEFIB[BSEPVT
intersections and high-traffic roads without provision
for cyclists.
t 'PSQVCMJDUSBOTQPSUVTFSTCBSSJFSTNBZJODMVEF
services that do not connect (routes or schedules)
or do not serve the places to which they wish to
travel.
21
22
Cycling- Getting Australia Moving-Barriers, facilitators and interventions
to get more Australians physically active through cycling (Australian
Government, Department of Health and Ageing)
www.cyclingpromotion.com.au/images/stories/downloads/
CPFHlthRpr08V3prf1.pdf
&BTZ4UFQToBUPPMLJUGPSQMBOOJOHEFTJHOJOHBOEQSPNPUJOHTBGFXBMLJOH
Queensland Transport: Brisbane, Queensland.
www.tmr.qld.gov.au/~/media/07e721cd-9197-4c04-bc69DQEG@FBTZ@TUFQT@XFC@åOBMQEG
84
Guidelines
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t )PXHPPEBSFPQQPSUVOJUJFTGPSDZDMFBDDFTTUPCVT
and train, including secure bicycle parking?
t )PXXFMMEPCVTFTDPOOFDUXJUIFBDIPUIFSBOE
with trains in terms of schedules and physical
access?
Road network
The road network is important for all road users –
pedestrians, cyclists, public transport, private cars and
freight/commercial vehicles. The planning, design,
construction and maintenance of roads have to consider
the needs of all road users to minimize conflicts or
adverse impacts. Major urban roads and residential
streets are the primary movement infrastructure for all
land-based transport other than railways. Even light rail
will often run ‘in-street’ rather than in a segregated rightof-way in order to provide direct and convenient access
to activities.
In many places, shared facilities for road users rather
than separate networks are the norm. Integration in
shared networks should aim to ensure that all users
experience a high level of service, safety and amenity.
In the absence of completely separate and segregated
networks for each mode of transport, there are potential
conflicts that must be addressed in dealing with the
transport system in an integrated way. In addition to the
general potential for conflicts in roads, especially the
interaction between motorised modes and the more
vulnerable non-motorised road users, there is a need to
pay particular attention to potential conflicts between
those travel modes that are to be encouraged, such as
bicycles and buses23BOEQFEFTUSJBOTBOEDZDMJTUTPO
paths24.
23
Bus-Bike Interaction within the Road Network. Report AP-R266/05 (2005).
Austroads: Sydney, NSW.
www.onlinepublications.austroads.com.au/items/AP-R266-05
24
Pedestrian-Cyclist Conflict Minimisation on Shared Paths and Footpaths.
Report AP-R287/06 (2006). Austroads: Sydney, NSW.
www.onlinepublications.austroads.com.au/items/AP-R287-06
GUIDANCE - PART 4
Table 7 – Barriers for interconnected transport networks
Barriers to walking
Lack of time
Laziness
Destination too far away to walk to
Footpath in poor condition
No footpath
The footpath does not go to the destination
Fear of being robbed or attacked
Fear of dogs
Poor weather (and lack of weather protection)
Insufficient opportunities to cross roads safely
Heavy or fast traffic
Poor lighting
Unattractive or noisy surrounds
Skateboarders and cyclists on the path
Barriers to cycling
Lack of skills and confidence, especially where
cyclists have to ride in mixed traffic
Policy and regulatory factors governing key
influences on cycling, such as congestion, urban
density and motor vehicle speed limits
Social and cultural factors such as low income
Safety concerns, even for those that cycle regularly
Environmental factors, including urban design and bicycle infrastructure. Lack of bicycle infrastructure in
Australia presents a particularly strong barrier for women, who comprise only 20% of commuter cyclists
Barriers to public transport
Time taken to get to and from bus stops and
train stations
Flexibility – what happens if I have to work
back late
Frequency of service
Directness and convenience of routes
Personal security, especially for evening travel
Congestion on public transport itself
Reliability and predictability as a result of traffic congestion
Source: Cycling- Getting Australia Moving- Barriers, facilitators and interventions to get more Australians physically active through cycling,
Australian Government, Department of Health and Ageing, 2008.
and
Easy Steps – a toolkit for planning, designing and promoting safe walking, Queensland Transport, Brisbane, Queensland, 2005.
85
Guidelines
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GUIDANCE - PART 4
Austroads25 works with local government to improve
Australia’s roads and transport systems, recognising
the value and importance of developing the local
road component of the national road network. Local
government is a member of Austroads through the
Australian Local Government Association (ALGA)26. In
addition, there is an agreement between Austroads, ALGA
and Institute of Public Works Engineering Australia27.
The agreement recognises that local roads comprise
around 85 per cent of the Australian road network and
are important for social and economic development
within communities. The agreement seeks to improve
communication between the three organisations and
their constituents, and helps ensure the management
of local roads and the resolution of strategic local road
issues are facilitated with the benefit of knowledge,
technology, best practice and research outputs from
Austroads’ activities.
In practice, especially in existing developed areas, many
roads have to support multiple functions. For example,
many older town centres and strip shopping centres
have roads with high traffic volumes running through
them and it is necessary to create an appropriate
balance between traffic functions and activities taking
place in the centre (and, of course, the people who are
part of those activities – whether as suppliers, employees
or customers). This is not a new problem, although the
relative importance given to traffic and local activities
is shifting towards the latter, and there are both good
and bad examples of built form and management
responses28.
Road design practice in residential areas, activity centres
and other low-speed environments should reflect the
multiple uses, recognising that simple traffic-based
criteria are not appropriate where conflicts arise
between users. The Institute of Public Works Engineering
Australia Queensland has produced a Complete Street
– Guidelines for Urban Street Design (2010), which is
relevant only for streets with defined functions for ‘access
and place’ rather than ‘movement and connection’.
25
Austroads website www.austroads.com.au
26
Australian Local Government Association
www.alga.asn.au
27
Institute of Public Works Engineering Australia www.ipwea.org.au
28
Hans L Westerman (1998). Cities for Tomorrow. Volume 1: Better Practice
Guide. [Out of Print: Not currently available] Volume 2: Resource
Document. Reports AP57/98 and AP58/98. Austroads: Sydney, NSW.
www.onlinepublications.austroads.com.au
86
Guidelines
for preparation of
integrated transport plans
The main objective of the guidelines is to encourage
design for streets, which supports active and interactive
communities in urban environment.
Street networks should, in general, be connected or
’permeable’. Networks should encourage walking and
cycling and make places easier to navigate through.
They also lead to a more even spread of motor traffic
throughout the area. Internal permeability is important
but the area also needs to be properly connected with
adjacent street networks. A development with poor
links to the surrounding area creates an enclave that
encourages movement to and from it by car rather than
by other modes (Manual for Streets, Department of
Transport, UK 2007 page 41-42)29.
The Department of Planning has partnered with the
WA Division of Institute of Public Works Engineering
Australia (IPWEA) to produce Local Government
(VJEFMJOFTGPS4VCEJWJTJPO%FWFMPQNFOU&EJUJPO,
201130, which (Module N.3 Road Guidelines, Tables 3.1
and 3.2) promotes the Liveable Neighbourhoods road
hierarchy. The IPWEA Local government Subdivision
Guidelines recommend that where traffic Impact
study is recommended to identify current and future
road hierarchy of the subdivision developments, the
developer and local government should be aware of the
requirements and conditions within the WA Planning
Commission’s Transport Assessment Guidelines for
Developments 31.
The Austroads Guide to Traffic Management (2009) has
13 Parts and provides comprehensive coverage of traffic
management guidelines for practitioners involved in
traffic engineering, road design, town planning and road
safety. Austroads Guide to Traffic Management − Part 4:
Network Management (2009) provides discussion on
USBOTQPSUOFUXPSLTBOEUIFJSVTFSTOFUXPSLTPQFSBUJPO
planning and functional road classification.
29
Note: Manual for Streets 2 - Wider Application of the Principles,
a companion guide to Manual for Streets, was published by the UK
Chartered Institution of Highways and Transportation (CIHT) on 29
September 2010 www.dft.gov.uk/pgr/sustainable/manforstreets/
30
-PDBM(PWFSONFOU(VJEFMJOFTGPS4VCEJWJTJPO%FWFMPQNFOU&EJUJPO
2011 www.planning.wa.gov.au/publications/5833.asp
31
Transport Assessment Guidelines for Developments www.planning.wa.gov.au/publications/1197.asp
GUIDANCE - PART 4
Functional road classification
The major benefits of having a functional road
classification in metropolitan area are to:
t QSPWJEFPSEFSMZHSPVQJOHPGTUSFFUTBOESPBETJO
a framework, which governs the planning and
implementation of construction and maintenance
QSPKFDUT
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USBOTQPSUBOEMBOEVTF
t BTTJTUJOUIFBEPQUJPOPGBQQSPQSJBUFTUBOEBSET
of construction of traffic routes and road traffic
NBOBHFNFOU
t BMMPXDBQBDJUJFTPGEFTJHOBUFESPVUFTUPCFSFWJFXFE
and appropriate action to be taken to ensure
GVODUJPOBOEPQFSBUJPOBDDPSE
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BSSBOHFNFOUTBOE
t JOUFHSBUFCFUUFSUZQFGVODUJPOPGUIFSPBEXJUIUIF
adjacent land use planning process.
Currently there are a few network classification systems
applied to address roles and functions of the Perth
metropolitan road network.
87
Guidelines
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t Main Roads WA’s Functional Road Hierarchy
classifies roads in the Perth metropolitan area
as one of the four main functional types: Primary
distributors, District distributors, Local distributors
and Access roads.
Main Roads WA is responsible for updating and
publishing of Functional Road Hierarchy maps,
which are subject to change from time to time.
This type of functional road hierarchy uses
predominantly two main decisive factors for
functional road classification: mobility functions
and access functions. Defining the road hierarchy
in this way describes how traffic should flow in
a logical and efficient manner through the road
network, as well as how it should operate and be
administratively managed.
It focuses more on the traffic flow and its
characteristics such as traffic volumes, traffic speed
BOEUSBWFMEJTUBODFTBOEJOUFSTFDUJPOUSFBUNFOUT
and frontage land use access. It is oriented
towards maintaining appropriate levels of the traffic
functions of the road and access management
techniques for the adjacent land uses to support the
designated traffic functions established by the road
hierarchy.
GUIDANCE - PART 4
The Main Roads’ Functional Road Hierarchy does
not consider the type of interaction between the
adjacent land uses and the place making role of
the road space for the lower level roads. Using this
road hierarchy for road network planning purposes
has an approach focused on forecasting traffic/
transport demands only and developing networks
to accommodate this demand. The outcome is
planning widely for mobility, not planning for general
accessibility. The road system is designed mostly
for moving traffic rather than servicing places and
activities.
in urban areas is inadequate to reflect roads of
varying contexts, the variety of modes that use urban
roads/streets, and areas with different character. The
road designs that emerge from the conventional
Functional Road Hierarchy are not sufficiently
differentiated to respond to and strengthen different
urban environments.
New urbanism is a movement in planning, design
and development that is re-establishing compact,
walkable and environmentally sustainable
neighbourhoods, cities and towns. Smart growth is
an approach to development and conservation that
advocates, among other objectives, strengthening
and directing development toward existing
communities and fostering distinctive and attractive
places. New urbanism practitioners and many
innovative street designers argue that the present
’four’ road types functional classification system is a
fundamental obstacle to context sensitive design.
t Liveable Neighbourhoods (Edition 2) Movement
Network Road Hierarchy (Tables 3 and 4)32
classifies roads differently to Main Roads’ Functional
Road Hierarchy and takes into account integration
with land use context, route/street characteristics
and as well as function of the road.
Generally, the road categories of the Liveable
Neighbourhoods Road Hierarchy align with the
Main Roads Functional Road Hierarchy, except
for the classification of Integrator arterial, which
DPSSFTQPOETXJUI%JTUSJDUEJTUSJCVUPS.BJO3PBET
and Neighbourhood connectors, which corresponds
with Local distributors (Main Roads).
t Context sensitive road design
Context Sensitive Solutions Institute of Transportation
Engineers (USA, 2006) report33 was published as
a proposed recommended practice of the Institute
of Transportation Engineers. It provides guidelines
in applying the principles of context sensitive
solutions in transport planning and in design of road
improvement projects in places where community
objectives support walkable communities compact
development, mixed land uses and support for
pedestrians and cyclists, where it already exists or it
is planned for the future.
The Liveable Neighbourhoods design concept
provides an alternative approach to the design of
movement networks, street design and intersection
control to support communities of neighbourhoods.
The street system is highly interconnected. Traffic is
distributed more evenly through a flatter hierarchy
of streets reducing pressure at major intersections.
Within activity centres, integrator arterial routes are
supported by parallel routes that serve local traffic
and reduce pressure on arterial intersections.
Context sensitive solutions for road network
planning seek a deeper understanding of context,
particularly in urban places by considering
the urban form as a factor that can influence
community objectives such as a reduction in auto
trips and preservation of open space. Context
sensitive solutions analyse land use within a design
and activity framework that is more complex than
typical density measures. For example, similar land
use developments located in different urban settings
will have different trip generation characteristics and
will make different contributions to the street context
that in turn call for different responses by the road
design.
Revisions to the conventional Functional Road
Hierarchy classification system
Currently, there are few worldwide revisions to the
conventional functional road classification system,
which aim to recognise the complexity of urban
environments and the many functions served by
urban roads in addition to the functions of land
access and mobility addressed by the conventional
hierarchy for roads. The palette of ’four‘ road types
32
-JWFBCMF/FJHICPVSIPPET&EJUJPO
8"1$
www.planning.wa.gov.au/dop_pub_pdf/LN_Text_update_02.pdf
88
Guidelines
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33
Context Sensitive Solutions design www.ite.org/css/
GUIDANCE - PART 4
which is the fundamental basis of the concept. This
broader project focus makes the design compatible
with its surroundings while addressing community
concerns.
The lack of a dimensional framework that pairs
road design criteria (maximum number of lanes
and design speed) with urban design (levels of
activity, location of access, relation to street) in the
functional class system is highly problematic with
respect to creating a coherent network that serves
the diverse economic, social, and environmental
needs of metropolitan communities.
t Link and Place
The potential for any section of the road network
to perform the role of an urban corridor requires
detailed planning and policy development,
recognising the variable and multi-functional
characteristics of each road section. The planning
challenge has been described as the “link-place”
network concept. (Directions 2031 and beyond,
p61)…
This multidimensional way of assessing the
functions of urban roads makes attempt to address
‘context’ at a larger urban scale that highlights
the importance of whole places (eg. local
neighbourhoods, town centres and major activity
centres) in a way that reflects the complex nature of
the urban environment, rather than individual road
segments.
Although road hierarchies acknowledge the different
traffic functions performed by roads and streets,
they do not specifically articulate the corresponding
variations in their functions as places. Most roads
and streets, with the exceptions of freeways
and controlled-access highways (for which the
movement function is paramount) are both
movement conduits and destinations in their own
right through the activities that front them.
This new approach for urban road design recognises
the importance of the functional road classification,
which defines the position and the mobility role
of the road in the road network. This governs the
selection of certain design controls and the type
of the road. It also emphasises the importance of
integrating the roads into their surroundings to
support the activities of the adjacent land uses.
Movement and destination have been characterised
by the terms ‘link’ (movement, usually of motor
vehicle traffic) and ‘place’ (destination – a place
where people want to be).
The solutions introduce the concept of context
zones and road types and distinguish the different
‘context’ of suburban, general urban, urban centre
and urban core zones. Context sensitive solutions
incorporate principles in urban areas to support and
promote the following characteristics of walkable
communities:
Link & Place – A Guide to Street Planning and
Design34 provides a new way as illustrated in Figure
23 of addressing problems on urban streets that:
t JTJOUVJUJWFBOEVOEFSTUPPEBOETVQQPSUFECZ
TUBLFIPMEFST
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t HJWFTEVFXFJHIUUPCPUINPWFNFOUBOEOPO
NPWFNFOUGVODUJPOTPGTUSFFUT
t CVJMEJOHFOUSJFTGSPOUJOHUIFTUSFFU
t QFEFTUSJBOTDBMFCVJMEJOHMBOETDBQFBOESPBE
EFTJHO
t FOBCMFTDPNQSFIFOTJWFQFSGPSNBODFBTTFTTNFOU
and
t DPNQBDUEFWFMPQNFOUT
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solutions along a transport corridor.
t IJHIMZDPOOFDUFEDJSDVMBUJPOOFUXPSLBOE
t QVCMJDTQBDFTUIBUDPOUSJCVUFUPQMBDFNBLJOH
The design process for context sensitive solutions
differs from the conventional approach to road/
street design, which leads to different outcomes.
Conventional road design is mainly driven by traffic
demand and level of service objectives. Context
sensitive solutions principles applied to a road
design process address critical factors and issues
before establishing design criteria. Context sensitive
solutions consider all community objectives
resulting in a well thought-out and design tradeoffs,
89
Guidelines
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The link function relates to the significance of a
street as a link in the overall road network. The
urban place function describes the significance
of a street as urban place relative to the overall
urban system as it is used by people, including town
centres, district centres, local centres, shopping
streets and activity corridors.
34
Thinking Transport
www.thinkingtransport.org.au/library/2010/01/link-and-place-guidestreet-planning-and-design
GUIDANCE - PART 4
Figure 23 – ‘Link and place’ road network concept
Place status
Low
Low
Link status
High
High
Each cell represents a
particular type of street with
a specific combination of a
Link and Place status level
Source: Link and place – A Guide to Street Planning and Design,
Peter Jones, Natalya Boujenko and Stephen Marshal,
Centre for Transport Studies UCL, London (2007).
A road or street may have clear priority of link (eg.
controlled access highway) or place (eg. pedestrian
mall), but most have to serve both functions to
some extent. In existing developed areas, arterial
SPBETPGUFOSVOUISPVHIBDUJWJUZDFOUSFTUIFTFBSF
high on both the link and place status spectrums.
The link function is often physically constrained by
FYJTUJOHEFWFMPQNFOUUIFQMBDFGVODUJPO
BOEUIF
value of the place is compromised by the scale of
the link function, including traffic noise, traffic and
pedestrian safety, severance and air pollution.
Integrated transport planning must identify and seek
to reconcile conflicts between link and place. This is
partly a technical role but most importantly it should
be addressed through involving the community and
other stakeholders in the development of feasible
responses to resolving the conflicts. It is essential
that this process is able to take account of the
unique circumstances of and opportunities for each
location, including:
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Variation by time of day – there may no alternative
to giving priority to the traffic function during the
commuting peaks, but out-of-peak, opportunities
may be available for emphasising ‘place’. Consider,
for example, variable speed limits, a trial of which is
currently under way in Beaufort Street, Highgate and
Mt Lawley.
Variation along a link – for example, to facilitate safe
crossing by pedestrians and cyclists at important
locations in terms of place.
Variation by time of year – for example, where
school traffic is a substantial element of the link
function.
If conflict between link and place cannot be
satisfactorily managed or resolved, it may be
necessary to consider downgrading either the
link or the place status. Either of these requires
careful consideration in the context of regional
and sub-regional movement, on the one hand,
and the impacts on the residential and business
communities that would be affected.
GUIDANCE - PART 4
Pedestrian network
Reasons why walking facilities are important for
providing interconnected transport networks and should
be considered when developing local and regional
integrated transport plans include:
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motor vehicle traffic create stronger communities.
The number of local social contacts people have is
inversely related to the volume of traffic on the street
XIFSFUIFZMJWF
Walking programs, along with quality walking
infrastructure, can help local governments meet targets
for transport mode share, and can transform streets into
attractive spaces.
Walking also matters to business, the community and to
individuals, with positive impacts for all. There are health,
social, environmental, tourism and economic benefits
from more walking.
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businesses and other activities.
Table 8 – Easy Steps – 10 steps to develop local area walking network plan35
Stage
Stage description
0
No local area network plan
1
Need for a plan identified
2
Process established for the development of
the plan
3
Existing facilities identified and mapped
4
Areas likely to be trip generators identified
Current
position
Desired
position
By
when?
By
whom?
User/walking groups identified and contacted
for input
Plan developed based on existing and future
needs of pedestrians
Plan distributed internally and externally for
comment
Plan integrated into annual construction/capital
works program
Plan available on GIS and in hard copy and
available at council offices
5
6
7
8
9
10
Plan linked to walking strategy
Source: &BTZ4UFQToBUPPMLJUGPSQMBOOJOHEFTJHOJOHBOEQSPNPUJOHTBGFXBMLJOH2VFFOTMBOE5SBOTQPSU#SJTCBOF2VFFOTMBOE
35
&BTZ4UFQToBUPPMLJUGPSQMBOOJOHEFTJHOJOHBOEQSPNPUJOHTBGFXBMLJOH.
Queensland Transport: Brisbane, Queensland.
www.tmr.qld.gov.au/Travel-and-transport/Pedestrians-and-walking/EasySteps.aspx
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Ultimately, all access for people to places and activities
is on foot. It makes good sense, therefore, to start by
looking at how well a local community meets the needs
of pedestrians.
Do footpaths and walking routes provide an acceptable
level of amenity, including noise levels, weather
protection, personal security, visual attractiveness and
seating (an often-overlooked part of walking).
These needs are both objective, to do with the quantity
and quality of walking facilities, and subjective, relating
to how aware people are of these facilities and how
attractive they find them for walking. The Easy Steps tool
kit (Table 8) identifies 10 steps to developing a local
area walking network plan and sets out a simple process
for doing so.
There is more to walking however, than having adequate
facilities. It is important to understand who walks and
why (Table 9). We rarely collect data on walking or
pedestrian movements, but it is useful simply to observe
where people walk and, equally important, where they
do not walk. This will demonstrate what encourages or
discourages people when it comes to walking?
The quality of the walking network can be summed up in
five questions, each concerning the letter ‘C’ 36:
Pedestrian facilities should be designed to meet the
needs of people with disabilities. They will then cater
to all pedestrians, including parents with children in
pushers/prams and people with wheeled shopping
trolleys. People with disabilities and people without
a driver’s license make considerably fewer trips than
people with a driver’s license. They have correspondingly
poorer levels of access to the range of activities and
opportunities that most people take for granted. Their
lack of access to driving a private car makes it all the
more important that other transport modes, including the
pedestrian environment, do not present obstacles.
t *TUIFXBMLJOHFOWJSPONFOUconnected?
t *TUIFXBMLJOHFOWJSPONFOUcomfortable?
t *TUIFXBMLJOHOFUXPSLconvenient?
t *TUIFXBMLJOHFOWJSPONFOUconvivial?
t *TUIFXBMLJOHFOWJSPONFOUconspicuous?
There are some simple objective technical questions that
can focus your attention for assessing walking networks:
t "SFQFEFTUSJBOOFUXPSLTBEFRVBUFMZTJHOFE
especially in areas with high levels of activities and
multiple pathways?
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side?
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safe and convenient crossing points for pedestrians,
especially to provide access to activities?
t "SFGPPUQBUITPGBOBEFRVBUFTUBOEBSEUPQSPWJEFB
continuous access path for all pedestrians to use?
Does street furniture (most of which is the responsibility
of local government) unnecessarily intrude in to
pedestrian space and impede movement, especially for
those with vision or mobility impairments?
36
&ODPVSBHJOH8BMLJOHBEWJDFUPMPDBMBVUIPSJUJFT. Department for
Transport (2000): London, England.
http://webarchive.nationalarchives.gov.uk/+/http://www.dft.gov.uk/pgr/
sustainable/walking/uragingwalkingadvicetolo5793.pdf
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Main Roads WA has developed Guidelines for measuring
level of service on pedestrian paths and shared paths,
including road crossings, in Western Australia.37
The Department of Transport has published a Walkability
audit tool kit for use by officers of local government
authorities, consultants and community groups to
identify issues to improve pedestrian safety. A Planning
and Designing for Pedestrians: Guidelines (2011) has
also been developed by the Department of Transport
in partnership with other agencies. The main objective
of the pedestrian Guidelines is to increase the skills,
knowledge and capacity amongst planning, engineering
and other relevant professional staff throughout WA, in
the planning, design, construction and maintenance of
pedestrian facilities on the road network.38
37
www.mainroads.wa.gov.au/Documents/e80529_20060518140840511.
u_1240822r_1n_D06%5E2347977.pdf
38
Department of Transport/ Walking
www.transport.wa.gov.au/walking/24038.asp#24036
GUIDANCE - PART 4
Table 9 – Who walks and why
Who walks
Why
Toddlers
To explore their world
Because they can
Children
Too young to drive
Parent and/or carer is not available
To socialise with friends
To explore the neighbourhood
To attend school
To visit shops
For an errand
Because they are with parents
Teenagers/
student
Too young to drive
Cannot afford a car
Family car not available
To exercise
To visit shops/video store
To attend high school
To travel to/from public transport
To socialise with friends
Because they are with parents
Young adults
Do not have a driver’s licence
Cannot afford a car
Prefer to walk
Cheaper to walk
To travel to/from public transport
To exercise
To socialise with friends
To attend work
To visit shops
To go bushwalking
For romance
Because they are with family
Mature adults
Cannot afford a car
Prefer to walk
Cheaper to walk
For quality time with children/family/partner
To exercise
For relaxation and enjoyment
For quiet reflection
For recreation
For convenience (for short trips)
Do not have a driver’s licence
Seniors
Do not have a driver’s licence
To socialise with friends and relatives
To exercise
To provide diversity to the daily regime
For medical and general health
For recreation
Source: &BTZ4UFQToBUPPMLJUGPSQMBOOJOHEFTJHOJOHBOEQSPNPUJOHTBGFXBMLJOH2VFFOTMBOE
Transport, Brisbane, Queensland, 2005.
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Bicycle network
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The development of a local bike plan is an integral
component of a local government integrated transport
plan.
A first step is to establish the existing bicycle network in
the local area (Figure 24). Regional bike maps for Perth
are available at www.transport.wa.gov.au/cycling/14679.
asp.
These maps identify cycling facilities and routes and
also grade them for ease of use. Bikewest can assist to
identify the location of all designated cycling facilities in
the area, which will help show up gaps in the network at
www.transport.wa.gov.au/cycling.
The Perth Bicycle Network Plan39 (Figure 25) details a
comprehensive network of cycling routes for the Perth
metropolitan region. These routes include:
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responsibility of local governments.
The network also includes cycling-related infrastructure
throughout metropolitan Perth. It comprises a mixture of
on-road (bicycle lanes), off-road (shared paths) and endof-trip facilities (bicycle parking).
Outside Perth, the same principles can be used to
identify opportunities for cycle network development.
The Perth Bicycle Network needs to be supplemented by
local bicycle network planning to provide a finer-grain of
accessibility to local destinations and for local trips.
A key link between the local and the regional lies in
the extent to which local cycle routes, providing access
to local centres, schools and other activities, can be
linked to establish longer-distance regional connections
(Figure 26). Where this can be done, it is needed to think
carefully about the facility design standards for such
routes to be suitable for both local and regional cyclists.
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Figure 24 – Example of bicycle network in local area
Bicycles
Belmont
t Grid netwok with heavy
reliance on local streets.
t Poor access to and
through industrial area
and Kewdale.
Source: *OUFHSBUFE5SBOTQPSU4USBUFHZGPS1FSUIT&BTUFSO3FHJPO$POTPMJEBUFE3FQPSU
GPS&BTUFSO.FUSPQPMJUBO3FHJPOBM$PVODJM"33#BOE*BO,FS
39
www.transport.wa.gov.au/activetransport/25720.asp#25675
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The quality of the local cycling network can be summed
up in four main questions, each concerning the letter ‘C’:
t *TUIFDZDMJOHOFUXPSLconvenient, accessible and
safe?
t *TUIFDZDMJOHOFUXPSLcomprehensive, providing
access to most destinations for most cyclists?
t *TUIFDZDMJOHOFUXPSLconnected?
t %PFTUIFDZDMJOHOFUXPSLIBWFSFHJPOBMcoverage?
Importantly, do the cycling facilities provide cyclists
with protection or separation from motor vehicle traffic
wherever possible?
Figure 25 – Perth Bicycle Network Plan
Source: The Perth Bicycle Network Plan. Department of Transport WA (1996): Perth, WA.
Note: During the completion of these Guidelines the Department of
Transport launched a Draft Western Australia Bicycle Network (WABN)
Plan 2012-2021, which incorporates a review of its predecessor, the
1996 Perth Bicycle Network Plan.
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Figure 26 – Local cycle routes with regional connectivity
to establish longer distance connections
Key Primary Linkage
Secondary Linkage
Activity Centre
Source: *OUFHSBUFE5SBOTQPSU4USBUFHZGPS1FSUIT&BTUFSO3FHJPO$POTPMJEBUFE3FQPSU
GPS&BTUFSO.FUSPQPMJUBO3FHJPOBM$PVODJMARRB and Ian Ker, 2007.
Main Roads WA has developed some easy-to-use
guidelines for assessing the quality of the cycling
environment (cyclist level of service) in either on-road or
off-road (path) situations40.
Local governments are vital partners in the development
of the network. The Perth Bicycle Network (PBN)
Local Government Grants Program is important to
the successful partnership between state and local
governments:
www.transport.wa.gov.au/cycling/19626.asp
www.transport.wa.gov.au/cycling/20936.asp
Public transport network
Public transport in Perth consists of trains, buses and
ferries, with taxis playing a supporting role. All of these
are operated for the Public Transport Authority41. Beyond
Perth, urban public transport is much more limited but
buses still play an important role in several regional
cities.
Barriers to public transport use mostly concern the
provision of services, including:
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TUBUJPOT
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40
Guidelines for Assessing Cycling Level of Service. Main Roads WA (2006):
Perth, WA. www.mainroads.wa.gov.au/UsingRoads/PedestriansCyclists/
Pages/standards.aspx
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41
Public Transport Authority www.pta.wa.gov.au/Home/tabid/36/Default.aspx
GUIDANCE - PART 4
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The Public Transport Authority website includes five
guidelines to cover the planning, design, construction
and maintenance of Public Transport Infrastructure in
Western Australia42.
Taxis are an indispensable part of the transport system,
especially where and when buses or trains do not
provide the level of service that people require.
From a local or regional transport planning perspective,
the primary requirement is to ensure that there are
sufficient convenient pick-up and drop-off points,
especially where there are concentrations of activities
(such as hotels, restaurants, taverns, night clubs and
the like) for which the busiest times are evenings and
weekends and where patrons should be discouraged
from driving as many will be drinking alcohol.
Public transport in Perth has traditionally concentrated
on the movement of commuters to and from the
Perth CBD. This is most obvious with the train system,
including the many bus services that provide access to
train stations for surrounding areas, but is true also of
large parts of the true bus system in areas that are not
directly served by the train system (Figure 27).
Figure 27 – How well public transport serves centres in a region
Source: *OUFHSBUFE5SBOTQPSU4USBUFHZGPS1FSUIT&BTUFSO3FHJPO$POTPMJEBUFE3FQPSU
GPS&BTUFSO.FUSPQPMJUBO3FHJPOBM$PVODJMARRB and Ian Ker, 2007.
42
Design and planning guidelines for public transport infrastructure www.pta.wa.gov.au/PublicationsandPolicies/DesignandPlanningGuidelines/
tabid/109/Default.aspx
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The Perth public transport system is an integrated
system with a single ticketing system and coordinated
timetables and service planning. This makes it easy for
people to interchange between services in order to make
journeys that cannot be done with a single bus or train
journey.
In turn, this creates two opportunities for local
governments:
t 1MBDFTXIFSFQFPQMFJOUFSDIBOHFCFUXFFOTFSWJDFT
are community development and business
opportunities. Where routes are suitable, this can
assist even relatively small centres, and may be
particularly useful for community facilities that have
mainly seniors, children or others who are unable to
drive as clients.
t $FOUSFTPGDPNNVOJUZPSCVTJOFTTBDUJWJUZDBO
provide opportunities for enhancing public transport
services in the surrounding area.
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Public transport using large buses (and trains) must go
where there are the greatest concentrations of users.
This means that shorter-distance journeys are often
not well-catered for. Where there is regional public
transport and/or a number of centres, alternative models
of provision, using small buses or even taxis should be
considered. Brisbane City Council provides this type of
service in eight areas of Brisbane that are not well-served
by conventional public transport services43.
This model can meet the objectives of integrating
community transport with public transport services
and in particular with accessible transport services.
By transporting people to train stations and bus stops,
destinations can be serviced outside the study area.
It also acknowledges that not all destinations can be
serviced by public transport and that not all people
can use public transport for various reasons. Providing
shorter journeys to public transport locations rather than
to the final destination may keep the operational costs
to a minimum and allow a greater number of trips to be
available to service the community.
There are restrictions on the charging of fares in Western
Australia, where most public transport services are
operated under government contract, so other sources of
funding for such services will need to found. For public
transport to centres of activity, it may be possible to
institute something the lines of a Business Improvement
District, with revenues devoted to both promoting and
improving a centre and enhancing access to it.
The technology for public transport ranges from taxis and
minibuses to articulated buses, on the road system, to
rail-based systems (that operate most efficiently in their
own right-of-way but, in the case of light rail, can operate
in the road system, as they do in much of Melbourne,
Victoria, for example).
Which technology is appropriate depends upon the
situation (especially the level of patronage), the
objectives for public transport and the resources
available.
43
Situations with high public transport use will more likely
be able to justify the higher upfront costs of rail systems,
but this technology has specific requirements that
cannot always be met (eg. dedicated right-of-way).
If the objectives for public transport are primarily in terms
of providing a practical and equitable alternative to the
private car, bus-based systems provide greater flexibility
at lower cost than rail. If public transport however, is
also seen as a means of encouraging and supporting
particular forms and densities of development and
activities, rail (including light rail) is likely to have a
greater impact on development decisions than do buses.
In terms of resources, rail systems have high capital
costs upfront, but lower operating costs per passenger
where there is sufficient patronage.
Freight and commercial transport
Sustainable communities require goods and services
as well as the ability for members of the community to
move around.
“In striving to achieve greater integration between
transport planning and land use planning, Directions
2031 supports the total freight supply chain and,
therefore, mostly multi-modal approach to freight
transport. Also, the use of rail over roads is actively
and progressively encouraged, where appropriate
and feasible. However, it should be recognised that
in many instances rail transport will not be practical
or efficient and that road transport will continue to
transfer the majority of freight within the metropolitan
area.”
Directions 2031 recognises the importance of freight
movement to the city’s economic prosperity and
acknowledges the critical need to ensure that the freight
network is well connected to key industrial areas and
intermodal terminals. The Western Australian Planning
Commission’s State Planning Policy 5.4 - Road and Rail
Transport Noise and Freight Considerations in Land Use
Brisbane City Council www.brisbane.qld.gov.au/traffic-transport/public-transport/buses/index.htm
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Planning 44 identifies a freight movement network of road
and railway infrastructure. The Department of Transport
in conjunction with Main Roads WA, other government
agencies and industry is undertaking more detailed
analysis of freight routes in Perth Metropolitan area.45
Directions 2031 supports the development of a freight
transport strategy by for the Metropolitan Perth and
Peel region to complement the draft Metropolitan
Public Transport Plan 2031, developed by the State
Government. The Department of Transport is developing
a Perth and Peel Freight and Intermodal Network Plan.
This work is being informed by the planning, undertaken
by the Department of Planning in preparing the
Directions 2031 sub-regional strategies.
Sustainable communities require goods and services
as well as the ability of people to move around. Despite
larger vehicles and load consolidation in some parts of
the transport industry, much freight transport is becoming
more fragmented with increased on-demand activity and
e-commerce, which the National Transport Secretariat
estimated could result in a 50 per cent increase in
inter-city large truck trips, for a smaller increase in
tonnage, and a 50-100 per cent increase in urban light
commercial vehicle kilometres as a result of consumer
expectations of flexibility and reliability 46.
Contrary to some popular opinion, e-commerce does
not necessarily reduce the amount of freight transport.
The fastest-growing area of e-commerce is business-tobusiness (B2B) as it is increasingly possible to source
business inputs, including goods for sale, from places
further abroad (Figure 28).
Business-to-consumer (B2C) e-commerce (such as
on-line shopping in its various forms) often involves
purchasing goods from distant places. These goods have
to be transported and delivered, usually to a residential
address. It is not all ‘bad news’, however, there is some
Figure 28 – Growth in e-commerce
1,400
1,200
Bilions of US$
1,000
800
600
Consumer
400
200
Business-to-business
0
1997
1998
1999
2000
2001
2002
Source: Impacts of e-business on the Transport System, 2005, National Transport Secretariat for
Australian Transport Ministers, Brisbane, Qld.
44
State Planning Policy 5.4 Road and Rail Transport Noise and Freight
Considerations in Land Use Planning www.planning.wa.gov.au/publications/1182.asp
45
Directions 2031 and beyond www.planning.wa.gov.au/dop_pub_pdf/plan_directions2031_Part4.pdf
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46
National Transport Secretariat.
GUIDANCE - PART 4
2003
evidence that the overall goods-related traffic volumes in
urban areas can reduce as individuals no longer have to
travel to shops to collect goods. However, these changes
are not all at the same time of the day.
This requires a look at the impacts of more commercial
delivery trips and when they occur during the day.
Reductions in traffic that is purely to support commercial
and retail businesses may be able to be used to improve
amenity in those areas, for example by increasing
footpath widths, reducing parking provision or even
removing traffic from key locations.
Depending upon the specific situation, it might be
needed to consider a range of options for better
managing freight and commercial traffic, including:
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Road safety
Western Australia has the highest road fatality rate
(relative to population) in Australia, with the exception of
the Northern Territory. In 2010, there were 8.4 road traffic
deaths per 100,000 population in WA compared to 6.1
for Australia as a whole47. Although the comparison
is affected by WA’s long distance of rural roads, road
safety is an important community concern, but can be
subject to misperception of where the real problems lie.
The number of deaths on our roads is only part of the
problem. Many of those who are hospitalised live with
severe and life-long injuries.
To help resolve this problem the Western Australian
Local Government Association48 has developed road
safety programs on a state-wide basis to actively engage
and involve local government and the community in
implementing specific initiatives of Towards Zero, the
Western Australian Road Safety Strategy for 2008-2020.
Towards Zero aims to improve road safety through four
cornerstones:
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infrastructure improvements.
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speeds are appropriate for the safety of the road
infrastructure.
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service bays
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multi-tenanted buildings
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4.1.5 Safety
Transport safety is most often thought of in terms of road
crashes, particularly those that result in fatality or serious
injury. Road trauma is one of the major public health
problems facing the community. Personal security is also
an important issue affecting people’s willingness to use
transport other than their own private car.
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on the road.
RoadWise Road Safety Committees are the formal
structures and extend across eleven regions
encompassing metropolitan, regional and remote areas
of Western Australia. This network of Committees offers
an ongoing mechanism for engaging and involving
communities in the dissemination and sharing of
information and knowledge.
The Committees provide a regular forum where road
safety is considered and strategies are developed and
tailored to address road safety issues at the community
level. They represent local partnerships that enable
collaboration and coordination with lead agencies.
More than half of the councils in WA have a formal local
47
Bureau of Infrastructure, Transport and Regional Economics. Road Deaths
Australia, December 2010.
www.bitre.gov.au/publications/86/Files/RDA_Dec_2010.pdf
48
www.alga.asn.au/policy/transport/ACRS_article.pdf
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Very low
Low
Mid-range
High
Very high
All crashes percentile range
(2001 ranges)
Source: *OUFHSBUFE5SBOTQPSU4USBUFHZGPS1FSUIT&BTUFSO3FHJPO$POTPMJEBUFE3FQPSUGPS&BTUFSO
Metropolitan Regional Council, ARRB and Ian Ker, 2007.
2001
Figure 29 – Illustrating fatal and serious injury crashes over a five-year period
2031
road safety committee. Action plans have also been
developed by most Committees to focus on and monitor
local safety activity in their area.
Cycling safety
There is a common concern that cycling is less safe than
other modes of transport, but it has been shown that:
Increased safety has been a major outcome of local
government programs to improve the surface condition,
width and alignment of many local roads, upgrading
dangerous intersections and better signage. All road
improvements make a real difference to road safety in
our community and contribute to the state wide effort of
reducing the incidence and severity of crashes49.
Main Roads WA holds comprehensive data on the
location of reported fatal and injury crashes that is useful
in identifying where road conditions are, in practice,
most dangerous for users. The example in Figure 29
has used a weighting of fatal and serious injury crashes
over a five-year period to identify the most serious safety
problem locations (2001) and also developed a means
of using future estimates of traffic volumes and road
conditions to show where safety issues are likely to
emerge in the future.
It might not need to go to this level to consider transport
safety in developing an integrated transport plan,
but where safety is perceived to be a problem by the
community, it is essential to have objective evidence
either to support or refute expressed concerns.
In general, data on cyclist and pedestrian safety is less
reliable than for motor vehicle occupants. It is known,
for example, that not all cyclist hospitalisations are a
result of crashes reported to the police. Cyclists and
pedestrians are also very adept at avoiding hazardous
locations even at the cost of not cycling or walking for a
particular journey but taking the car instead.
t TFSJPVTDZDMJTUJOKVSJFTPWFSUIFMPOHUFSN
increases at only one-third the rate of the level of
cycling activity, in part due to growth in cycling
being accompanied by improvements in cycling
infrastructure, but also because cyclists in larger
OVNCFSTCFDPNFNPSFWJTJCMFUPPUIFSSPBEVTFST
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DSBTIJOKVSZSBUFBOE
t UIFMPOHFSBQFSTPOIBTCFFODZDMJOHUIFMPXFSUIFJS
crash/injury rate50.
Increasing the amount of cycling will reduce cyclist
injury rates substantially, including benefits for existing as
well as new cyclists.
Pedestrian safety
Pedestrian safety is likely to be subject to the same
‘safety in numbers’ and ‘safer with experience’ effects
as cycling51. It requires a multi-action approach, with a
combination of engineering, enforcement, education and
promotion/publicity initiatives, developed to complement
and reinforce each other. They may target locations
such as busy shopping and entertainment strips, and
roads with high volumes of vehicle and pedestrian traffic.
The multi-action approach integrates all aspects of the
program, but the appropriate design and mix of initiatives
will need to be assessed for each situation, including:
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An alternative approach is to ask cyclists and pedestrians
where the hazardous locations are and to investigate
them in the context of where it might be sensible for
people to walk or cycle. Note that a single hazardous
location on a route may be sufficient to stop people
cycling or walking, in just the same way as a single place
without access for people with disabilities is likely to
prevent their getting where they want to go.
49
www.ors.wa.gov.au/Towards-Zero.aspx.
103
Guidelines
for preparation of
integrated transport plans
t SFWJFXGBDJMJUZEFTJHODSJUFSJBBOEEFWFMPQQMBOTUP
JODSFBTFXBMLJOH
t QSPNPUFTBGFBOETFDVSFXBMLJOHFOWJSPONFOUT
t QSPWJEFJNQSPWFBOENBJOUBJOQFEFTUSJBOSPVUFTGPS
XBMLJOHBOE
t NPUJWBUFNPSFQFPQMFUPXBML52.
50
Bike Ahead: Bicycle Strategy for the 21st Century. Transport WA: Perth,
Western Australia. www.transport.wa.gov.au/mediaFiles/AT_CYC_P_bike_
ahead.pdf
51
Robinson, D L (2005). ‘Safety in numbers in Australia: more walkers and
bicyclists, safer walking and bicycling’. Health Promotion Journal of
Australia, 16(1) 47-51. www.ncbi.nlm.nih.gov/pubmed/16389930
52
Perth Walking: The Metropolitan Region Pedestrian Strategy. Transport WA:
Perth, Western Australia.
GUIDANCE - PART 4
Personal security
4.1.6 Traffic congestion
We all like to feel secure when we are travelling. For
many people, the feeling of a lack of security can be
enough to prevent their travelling where, when and
how they would prefer to do so. The result is that they
rely on the mode where they feel they have most direct
control over the security of their environment, which is
the private car. Where people do not have access to a
car, they may feel they have no choice but to remain at
home.
Traffic congestion is a major issue in urban areas and
is prevalent in various major cities in Australia. It needs
to be addressed in the integrated transport planning
process.
The principles of Crime Prevention through
Environmental Design should be universal, but in
practice many of our urban areas pre-date recognition
of their importance to community. From a transport
perspective, Designing Out Crime 53 urges that particular
attention be paid to:
Several measures and responses that can be used by
road authorities to address this issue, including both
supply-side measures (e.g. capacity enhancement),
demand-side responses (e.g. travel demand
management measures) and self-organising responses
(e.g. behaviour change).
t Supply-side measures
t DBSQBSLTXIJDIDBOCFQFPQMFVOGSJFOEMZTQBDFT
- Road supply management – road space
allocation (high occupancy vehicle or HOV lanes),
capacity enhancement, active management
(including Intelligent Transport Systems or ITS
based solutions) and access management.
t USBOTJUBDDFTTQPJOUTJODMVEJOHUSBJOBOECVT
stations, bus stops and taxi ranks, especially out of
QFBLPSCVTZQFSJPET
- Alternative passenger transport – public transport
and non-motorised transport (walking and
cycling).
t QFEFTUSJBOSPVUFTMBOFXBZTBMMFZXBZTBOE
accessways, especially where there is limited
TVSWFJMMBODFGSPNPUIFSVTFSTPSOFBSCZQSPQFSUJFT
and
t QFEFTUSJBOPWFSQBTTPSVOEFSQBTTFTXIJDINBZ
contribute to pedestrian or cyclist road safety by
removing conflict with motor vehicle traffic but can
compromise personal security unless sightlines are
good and users are not able to be trapped.
It is important to consider matters such as lighting,
passive and active surveillance, provision of options
(to avoid predictability) and sightlines in planning and
designing movement networks for vulnerable users.
t Demand-side measures
- Freight management – regulations dealing with
BDDFTTDBQBDJUZBOETUBOEBSETTVQQMZDIBJO
logistics and infrastructure development.
- Travel demand management – non-price
measures and price measures (e.g. road use
DIBSHJOHIJHIPDDVQBODZUPMMPS)05MBOFTBOE
parking levies).
- Urban land-use planning – transit oriented
development focussing on mixed use and public
transport and access/land-use strategies for
major projects.
t Measures that encourage self-organisation
Often the best way of identifying problem places at the
local level is to ask local residents and business owners,
including a ‘walk-through’ or place check.
The best solution to those problems is to get more
people using those places, which improves personal
security through the ‘eyes on the street’ effect. More
people using a place is also a measure of success, as
people will use places where the feel secure.
53
- Behaviour change – bottom-up approaches that
create situations for communities to identify
their individual and community solutions to the
requirements of planning. These approaches are
also ideal for getting the community to recognise
the need for supply and demand side measures
as part of an integrated approach.
Designing Out Crime: Planning Guidelines. WA Planning Commission and
the Office of Crime Prevention: Perth, WA.
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GUIDANCE - PART 4
It is the nature of traffic congestion that it gets worse and
increases rapidly as the volume of traffic approaches
the capacity of the road. Traffic and congestion impact
upon road users, residents, businesses and customers.
Impacts may be considered as negative or positive
depending upon different circumstances and points of
view.
It is tempting to think that simply increasing the road
capacity is the only ‘solution’ in terms of finding
appropriate response to congestion problems, but such
a conclusion should be considered carefully. In existing
established urban areas, the cost of road widening
can be extremely high and the community disruption
unacceptable. Adding more road space for vehicle traffic
only can simply remove constraints on demand and
allow for ‘induced traffic’ to rapidly fill the additional road
space.
Traffic and transport models that are used to assess
the impact of local or sub-regional road network
improvements will usually predict that an increase
in road capacity will reduce congestion, save vehicle
operating costs and reduce travel times, but this is not
necessarily the case in other than the very short-term.
There is a considerable body of research evidence on
what is referred to as ‘induced demand’, which is created
by generated traffic54 that consists of ‘diverted travel’
(shifts in time and route) and ‘induced travel’ (increased
total motor vehicle travel).
Some modelling undertaken in Australia does not take
account of induced traffic and therefore overestimates
the benefits55.
In a city with a mature road and transport network, it
is unlikely that helping commuters in private vehicles
travel faster and longer distances would allow them to
access opportunities that they were previously unable to
access. Even if additional road capacity would give more
opportunities for car travel, the cost of doing so will often
be unacceptable.
Conversely, there are numerous examples where the
removal of substantial road capacity has not led to
increases in congestion, as the traffic either dissipates
thinly over other parts of the road network or simply
‘disappears’ through a combination of modes shift, more
efficient use of cars (increased occupancy, trip-chaining)
or making shorter trips56. At a local level, there are
many examples of the removal or limitation of motor
vehicle traffic (pedestrian malls, shared zones) that
have benefited businesses and the community without
detrimental impact on vehicle traffic.
54
Generated Traffic: Implications for Transport Planning 2011 Canada,
7JDUPSJB5SBOTQPSU1PMJDZ*OTUJUVUFXXXWUQJPSHHFOUSBGQEG
55
Refers to Induced Traffic in Urban Area Technical Report Number R397,
Department of Transport, Perth (1999) for summary discussion.
105
Guidelines
for preparation of
integrated transport plans
56
Cairns, Sally, Hass-Klau, Carmen & Goodwin, Phil (1998). Traffic Impact
PG)JHIXBZ$BQBDJUZ3FEVDUJPOT"TTFTTNFOUPGUIF&WJEFODF. Landor
Publishing: London, UK.
GUIDANCE - PART 4
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GUIDANCE - PART 4
Transport models may offer insight to the traffic situation.
They are tools that must be used with caution and
common sense. Transport models can be useful to
understand travel patterns in terms of trips, attractiveness
of certain locations and mode choices. They often have
shortfalls that must be understood.
The best use of transport modelling at a large area is
to indicate where traffic pressures on the road system
are likely to develop and where alternative modes may
become competitive. The greatest importance lies
in understanding the movement patterns across the
region and over time rather than the situation at specific
locations. For small detailed areas micro simulation
models may offer more understanding of the traffic
situation.
It is critical that a person using model output to assess
a traffic situation needs to understand the inputs,
processes, strengths and limitations of any model before
attempting to interpret results or recommend transport
infrastructure changes.
It should not be assumed that providing more road
capacity at the local level will solve congestion problems.
Improving one location might simply make another
nearby location worse, if traffic there builds up as a
result. If congestion is area-wide, alternatives to providing
more multimodal capacity should be considered,
including provision of alternatives such as public
transport, or improving rail for freight and managing
demand to reduce traffic or slow its growth.
Local governments should work together with
neighbouring jurisdictions to minimise the risk for
reduction of local traffic accessibility by providing
more capacity for regional through traffic movements.
Considerations should be given when a significant part
of traffic in urban areas is most likely regional through
traffic with cross boundary implications.
Traffic and congestion can be managed with multitude
of tools. Any decision on traffic and congestion
management should be based on a clear understanding
of the situation. Often a mix of responses including road
improvements, transit services, regulation and policy
measures will be appropriate.
107
Guidelines
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4.1.7 Travel demand management and
travel behaviour change
Local government has a major role in influencing
local trips providing local transport infrastructure
and enhancing land use planning measures. Local
government also has discretion to facilitate activities that
meet local needs.
Every community will have existing patterns of travel
behaviour. Even in newly-developing areas, people will
bring previous travel habits with them unless there is
good reason for them to change.
Travel demand management tends to be imposed on
the community, through managing the supply, operation
and pricing of transport services. Travel demand
management is intervention so that more desirable
transport, social, economic and/or environmental
objectives can be achieved and the adverse impact of
travel can be reduced.
GUIDANCE - PART 4
Travel behaviour change is usually a voluntary process
driven by demonstrated benefits to individuals and
households in areas such as:
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t IFBMUIBOEåUOFTTBOE
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climate change impacts of our lifestyles.
Voluntary behaviour change may be defined as change
that occurs when individuals make choices for personal
reasons without a ‘top-down’ mechanism, regulation
of any sort (including pricing), or a feeling of external
compulsion. People decide to make a change so that
they will improve their personal life in some way.
There has been increasing recognition that individual
travel behaviour, including choice of mode, is often
based on inadequate information or misconceptions
of the level of service available through the various
modes. This has led to initiatives to bring about voluntary
behaviour change, with a focus on encouraging a range
of options rather than promoting a single mode, such as
walking.
Integration is not simply a matter of the supply of
transport infrastructure and services. It is also about
helping the community to be able to use transport in
ways that make the most of the opportunities available
to them. A lot of transport behaviour is built up as the
cumulative effect of experiences and become habit.
Many people have a misperception of various parts of
the transport system, usually favouring the private car
over public transport, cycling and walking – people
consistently under-estimate the time and cost of driving
a car and over-estimate for public transport.
There is also often an under-appreciation of the
availability of activities, shops and services locally, to the
detriment of local economies and the benefit of regional
concentrations of shops and commercial activities.
Integration that favours the local community, in terms
of both transport opportunities and local activities can
be enhanced by the development of a local Access
Guide57 which show routes and local facilities. One side
57
Local TravelSmart Guides
www.transport.wa.gov.au/14972.asp
108
Guidelines
for preparation of
integrated transport plans
of the guide is for public transport − it shows bus routes,
train stations, bus stops, wheelchair accessible services
and train frequencies. The other side of the guide is
for walking and cycling (below) − it shows Perth Bike
Network routes, shared paths (for cyclists and walkers),
bike lanes, walking trails, bike shops and bike parking.
These access maps have been very effective and wellreceived in the WA Household TravelSmart program and
some local governments now routinely provide these
maps to new residents for information. If there is not
already available an access map for the area, it is time to
consider one when developing the integrated transport
plan. For larger areas, there is a need to consider a series
of local maps within the region of interest.
The TravelSmart program approach is about reducing our
reliance on cars and making smart choices about forms
of transport58. TravelSmart helps people to use cars less
and to choose alternatives such as walking, cycling,
and public transport. A successful Western Australian
program, TravelSmart encourages people to make small
changes in their travel choices. These small changes
can make a big difference. ‘Save time and money,
boost your health and help the environment by being
TravelSmart’ 59.
In influencing travel behaviour, it is aspired to:
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JOBOEBSPVOEDFOUSFTPGBDUJWJUZ
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DZDMJOH
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distance travel.
Effective programs for achieving these objectives require
that the systems are in place for active modes and public
transport to be both feasible and attractive options – not
for every trip but for a sufficient range of trips to make a
difference. Understanding the barriers that deter people
from already walking, cycling and using public transport
more is a key to making this happen.
58
www.travelsmart.gov.au/
59
www.transport.wa.gov.au/14890.asp
GUIDANCE - PART 4
Although many cars carry only the driver, there are
opportunities for people to share cars. This is usually on
an informal basis, but ride-share or car-share60 schemes
can provide opportunities for increasing the occupancy
of cars. Generally, such schemes work best where
there is a concentration of their market, such as large
workplaces (ride-sharing) or inner urban areas with high
population densities (car-sharing).
4.1.8 Parking
Car parking is easy to neglect in transport planning yet
it is critical to managing access and amenity outcomes
in urban areas. Parking is usually perceived as a passive
element of the transport system. There is, however, a
growing realization that it is an essential contributor to
how the transport system operates and its success in
meeting the needs and wishes of the community and
business. This is because parking impacts the transport
system in many different ways including:
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choice.
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but the relative location of parking to origin and
destination may involve route selection and
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tied to a motor vehicle the availability of parking is
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rightly or wrongly, as unsafe for individuals and their
DBST
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compete with or offer an alternative to the private
DBSFHQVCMJDUSBOTQPSUCJDZDMFTXBMLJOHBOE
60
Ridesharing refers to carpooling and vanpooling, in which vehicles
carry additional passengers. Ridesharing has minimal incremental
costs because it makes use of vehicle seats that would otherwise be
unoccupied. It tends to have lower costs per vehicle-mile than public
transit because it does not require a paid driver and avoids empty
backhauls. However, Ridesharing is generally only suitable for trips with
predictable schedules such as commuting or attending special events.
(www.vtpi.org/tdm/tdm34.htm)
These factors all contribute to demand for access and
influence time, location, duration and frequency of traffic
congestion within the road system. Parking is also critical
for business services including deliveries and building
and equipment maintenance.
Parking issues – Activity Centres
Local government and other interested parties should
refer to Western Australian Planning Commission State
Planning Policy (SPP) 4.2 - Activity Centres for Perth and
Peel 61, in particular, Section 5.3.2 Traffic and Parking and
Section 5.4 Urban Form. SPP 4.2 addresses parking and
the related issue of urban form in reasonable detail and
provides direction for factors to consider when making
parking decisions relating to activity centres of all sizes.
61
WAPC State Planning Policy (SPP) 4.2 Activity Centres for Perth and Peel
www.planning.wa.gov.au/publications/1178.aspsp
Carsharing refers to car rental services intended to substitute for private
vehicle ownership, making occasional use of a vehicle affordable, even
for low-income households, while providing an incentive to minimize
driving and rely on alternative travel options as much as possible.
(www.vtpi.org/tdm/tdm7.htm)
109
Guidelines
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GUIDANCE - PART 4
Parking and transport at the larger Primary, Strategic
or Specialised Centres identified in SPP4.2 needs to
be planned within a broader context that considers:
the requirements of the community to access these
centres from across a sub-regional or even the region,
the capacity of the road network and public transport
services to cater for anticipated demand.
The physical capacity of the existing road system is
constrained and has only a limited space for expansion
to allow increased private car access to the larger
centres at peak traffic periods. This means that the road
system will not be able, especially at peak periods, to
cater for unconstrained private vehicle access to major
centres as they develop further.
The following planning principles, which are derived from
the decision62 of the WA Planning Commission in regards
to the Murdoch Activity Centre (MAC), could be used
for planning approvals of subdivision and development
applications at activity centres. The WA Planning
Commission resolved to adopt and apply within the MAC
the following requirements relevant to parking:
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be managed within the capacity of the planned
external road network, especially during peak
periods. Development approval will be conditional
on not exceeding the parking cap for each subprecinct…
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demonstrate a reasonable need for the proposed
parking even though it may not exceed the parking
cap.
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provided and managed having regarded to core
business functionality, availability of public transport,
road capacity, traffic flow and environmental
conditions.
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maximise their efficiency in accordance with the
following principles:
- Sharing: parking facilities should serve multiple
users and destinations in each sub-precinct
- Efficient utilisation: parking facilities should be
sized and managed so spaces are frequently
occupied
62
- Prioritisation: the most desirable spaces should
be managed to favour higher priority users
- Quality: importance should be placed on
aesthetics, security, accessibility and legibility
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not be permitted. The landowner is to retain the
management of all parking within the precinct and
thus no parking bays can be allocated to individual
properties as part of any lease agreement.
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25 per cent of their parking as public and visitor
parking (except Murdoch University education
precinct).
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not be applied retrospectively to existing parking
facilities for which appropriate approvals have been
gained. However, where site development or redevelopment occurs, proposals will be assessed in
terms of the policy.
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designed so they are an integral part of the
development of the site. Disabled parking and
cycling facilities should be visible and conveniently
located. Parking facilities can offer a mix of long stay
and short stay parking.
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only.
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maintaining a Parking Management Plan for their
site that will work towards achieving the intent of
the MAC Parking and Access Policy and any relevant
planning approvals.
t 4JUFVTFSTBOEFNQMPZFSTXJMMCFSFRVJSFEUPEFWFMPQ
and implement Travel Plans. Draft Travel Plans
will require to be submitted with all development
applications and should include parking pricing
strategies and the relativity with other sub-precincts
including the Health Departments adopted Access
and Parking Policy.
Application of good parking supply and management
principles like those immediately above will encourage
efficient use of available parking resources as well as
influence where, when and who uses the road network. If
good parking management principles are balanced with
provision of high quality and capacity ‘alternative’ access
options, such as public transport and cycling, good
accessibility and mobility outcomes can be achieved.
Murdoch Activity Centre (MAC) Western Australian Planning Commission
Resolution 13 May 2011.
110
Guidelines
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GUIDANCE - PART 4
Managing parking, including limits on supply, is intended
to encourage those with viable alternative options to
change from driving. This in turn reduces demand for
parking resources and lessens capacity pressures on
our road system. Road space and parking is freed and
becomes available for those who consider they need
to drive and those that have no choice other than the
private car for specific trips.
Parking infrastructure and access points, together with
the routes to and from parking facilities, can have a
significant impact on the urban form and amenity
of urban centres. A car park is generally a hostile
FOWJSPONFOUGPSQFEFTUSJBOTBOEDZDMJTUTUIFOVNCFS
of people living within a short distance of activities is
reduced (by the area of the car park and the additional
SPBEDBQBDJUZSFRVJSFE
BOEUIFPWFSBMMEFOTJUZPGBDUJWJUZ
and population is reduced making it even more difficult
to provide effective public transport at a reasonable cost.
Key parking issues for local government
“Local authorities have tended to either provide
parking themselves or have required private
developers to provide parking, so as to allow selfcontainment of parking demand on-site. This has
generally resulted in uncoordinated parking provision.
In addition, parking has also usually been provided
on the basis that it should meet maximum levels
of demand, leaving many parking spaces underutilised.” 63
t Need for basic data
A first critical step for any local government is to
collect and maintain basic data as to the location,
quantum, types and use of parking.
t Minimum or maximum parking requirements
Local planning schemes generally include minimum
requirements for car parking provision. This can
result in one of two distinct problems:
63
If there is a confidence of the ability of other modes
of access to replace the private car to a substantial
extent, local governments could set maximum rather
than minimum parking requirements. In Western
Australia, only the City of Perth has done this – it
is, of course, better served by public transport than
any other centre in WA. Since the current parking
requirements are based on a suburban, maximumdemand situation, in places that have reasonable
access by public transport or which have a higherthan average population within cycling or walking
distance can be considered for reduced parking
supply rates. The City of Vincent, for example, has
instituted structured discounts for:
QSPYJNJUZUPUSBJOTUBUJPO
- in existing developed areas, it is often not possible
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QSPYJNJUZUPCVTTUPQT
- in newly-developing areas, there will be overprovision of parking that, in turn, makes it difficult
to provide adequate provision for access by other
modes, especially public transport.
- provision of bicycle end-of-trip facilities beyond
UIFCBTJDSFRVJSFNFOUT
QSPYJNJUZUPQVCMJDDBSQBSLT
City of Stirling Transport Strategy, 2009 www.stirling.wa.gov.au/Home/
Development/Projects/Transport+Strategy.htm
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GUIDANCE - PART 4
- where the development is mixed use with at least
QFSDFOUSFTJEFOUJBMBOE
- location in a District Centre (a proxy for a good
of activities within easy walking distance of each
other).
If all these conditions are met, the parking
requirement can be reduced by 65 per cent64.
Any such reduction must be sensitive to local
conditions and the types of businesses. For example,
a concentration of businesses with peak demands
in the evenings or weekends will often not be
effectively served by bus public transport, no matter
how good the daytime service.
t Shared or private parking?
Parking can be shared. Private parking dedicated to
individual properties or businesses makes it difficult
for visitors to a centre to utilise the available parking
resource and leads to underutilization of spaces
provided.
Fragmented parking on a variety of sites, each with
its own access, egress and access requirements
leads to lack of legibility for users as well as
multiplying potential conflicts between cars and
pedestrians. Users may not even be aware of where
there is parking and multiple vehicle entries and
exits reduce the amenity of pedestrian spaces,
including footpaths and shop fronts.
Public or shared parking facilities rather than having
each building or tenancy providing private off-street
parking should be preferred, since each space can
serve many users and destinations, especially where
there is a range of activities with different peak
demands65.
t Parking and planning approvals
Planning approvals should specify not only the
quantum of parking but identify specific parking
uses such as visitor, disabled or service/delivery that
must be catered for. Ensuring that parking of various
types is available and used appropriately is the
ongoing responsibility of owners, body corporate,
tenants and property managers. Local governments,
64
Parking and Access. Planning and Building Policy 3.7.1. City of Vincent:
Perth, Western Australia.
www.vincent.wa.gov.au/Services/Parking_in_Vincent
65
Sharing Parking Facilities Among Multiple Users. Victoria Transport Policy
Institute. www.vtpi.org/tdm/tdm89.htm and
through use of planning and local law making
powers must monitor how parking is being used
post development and where necessary can play
a role in ensuring that the on-site parking supply is
actively managed so as to cater for different access
needs.
t On-street parking
On-street parking is a valuable community resource
that serves a variety of social and economic needs.
Local governments need to consider how to achieve
a balance between different uses in areas with high
and/or competing needs. While no one particular
use should, as a rule, be favoured, some special
uses such as disabled, service/delivery, public
transport and taxis need to be factored into the
allocation of spaces. Satisfaction of some of the
demand for priority use for on-street parking is very
much dependent on an area by area consideration.
What is appropriate for a residential area is not
necessary the same as for a mixed use activity
centre. When considering requests for residential
priority for on-street parking local government
should carefully consider the impact on businesses
and accessibly to services and facilities that attract
visitors.
t Unbundling of residential parking
Not all residents will want or need on-site motor
vehicle parking, whilst others may wish for extra
spaces. To meet these different needs consideration
should be given to disconnecting the ownership of
parking from ownership/control of residential units.
This is known as unbundling − that is parking is
rented or sold separately, rather than automatically
included with ownership or tenancy of a residence.
This offers the opportunity to reduce the cost of
ownership or renting for those who do not want
or need residential parking and allows those who
desire extra parking to purchase or lease this within
the development.
Parking Management. Todd Litman. Victoria Transport Policy Institute:
Victoria BC, Canada. www.vtpi.org/park_man.pdf
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t Charging for parking
Car parking is never free, but who pays for it can
have a strong influence on how people access
activities (particularly in centres) and on the
amenity and economic performance of a centre66.
Charging the user for car parking is common
practice in places where parking supply is limited.
There is sometimes a fear amongst business people
and planners that charging the user for parking
will drive them away from that place to another
place where parking is not charged. Experience
demonstrates that charging for parking, provided
charges are set at an appropriate level, does not
drive people away as the local amenity is often
improved.
Cash-in-lieu for parking
Cash-in-lieu for car parking is an approach to parking
supply that should be considered, where: the desirable
BNPVOUPGQBSLJOHDBOOPUCFQSPWJEFEPOTJUF
shared parking is being encouraged to enhance the
EFWFMPQNFOUPGBDFOUSFPGBDUJWJUZPSBMUFSOBUJWFGPSNT
of access to the private car are both feasible and
desirable but require enhancement to be effective.
be beneficial to small commercial developments or
retail outlets, where physically it is both impractical and
expensive to provide off–street private parking. In these
instances, the cash-in-lieu can be used for provision of
public transport, walking or cycling provision or for a
combination of public parking and public transport.
Cash-in-lieu payment should as a rule, not be less
than the estimated cost to the owner/developer of
constructing a parking facility sufficient to make up the
deficiency of parking spaces required and the value
of the land which would have been occupied by the
parking spaces. The estimate for the construction cost
should be based on the assumption that the parking
would be provided in a decked structure and include all
works necessary such as lighting, signage, line marking
and landscaping. The area of land needed should be
deemed as 27 square metres per bay but only included
in the calculation for the first level of parking in a multidecked structure.
Any parking bays provided as a result of cash-in-lieu
contributions should be public.
Local governments should develop access and parking
plan or strategy that identifies land for proposed parking
facilities and/or access alternatives such as public
transport that will be funded by the monies received.
Cash-in-lieu should be paid to a specific fund that allows
the receipt and expenditure of monies to be tracked and
accounted for in an open manner. This is to ensure that
these funds are spent for the purposes related to parking
and access. Simply collecting money with no long-term
plan as to how the parking is to be supplied or access to
the centre improved is not appropriate.
Cash-in-lieu is a mechanism that has been employed
by councils in Perth and elsewhere in Australia for many
years to provide for the access needs in a particular
area. Cash-in-Lieu is particularly beneficial where parking
needs to be limited and funds are required for alternative
forms of access, such as public transport. It can also
66
Donald Shoup, The High Cost of Free Parking, Chicago: Planners Press,
2005.
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Business Improvement Districts (BIDs) and
Parking Benefit Districts
A Business Improvement District (BID) is a defined
area within which businesses pay an additional
tax or fee in order to fund improvements within the
district’s boundaries. This fee is usually a propertyrelated levy on businesses (including special rates)
but can include levies on parking spaces. A BID is
similar to a Parking Benefit District (PBD) but is not
limited to parking as its source of revenue.
BIDs provide services, such as cleaning streets,
providing security, making capital improvements,
and marketing the area where these are not already
provided by the municipality. A BID is not a vehicle
for shifting costs from the local government onto the
business community but a means of enhancing the
amenity of an area and the viability of businesses
located in it. The revenues of a BID can also be used
to improve the quality of the parking environment
and experience, to some extent replacing a focus
on the quantity of parking with one on its quality,
including the impact on amenity.
The best-known BID in Australia is Central Geelong
Marketing (www.centralgeelong.com.au), which was
established as a Special Committee of the City of
Greater Geelong Council, under Section 86 of the
Victorian Local Government Act 1989 with delegated
responsibility for the expenditure of the funds
raised by a Special Rate Scheme. This committee
comprises of 13 members, either elected from the
rate-paying community or nominated by various
stakeholder bodies.
Parking charge revenue can actively be used to
enhance amenity, making a place more attractive. This
is especially effective where linkages between parking
revenues and amenity enhancement are formalised in
a Parking Benefit District or, more broadly, a Business
Improvement District.
The City of Perth is effectively a Parking Benefit District,
with revenues from licence fees on parking spaces being
dedicated to provision of the CAT (Central Area Transit)
and Free Transit Zone public transport in the City centre
and, also, the potential to use those revenues to enhance
other forms of access to and within the City of Perth.
4.2 Evaluation and review of
integrated transport plans
Evaluation and review is an essential component of
the integrated transport plan’s life, to ensure that stated
plans effectively address their objectives and respond to
changing circumstances.
When done well, an integrated transport plan is likely to
fundamentally change some of the ways in which travel
and related activities are organised in an area.
Conventional assessment is most likely to be incremental
and is best-placed to answer the question: ‘How do we
improve what we have?’, while an improved assessment
will be more complete and strategic to answer the more
important question: ‘How do we provide what we need?’.
Infrastructure Australia proposes the following issues to
be addressed during options assessment 67:
t TVCNJUBSPCVTUBOEPCKFDUJWFCFOFåUDPTUBOBMZTJT
XIJDIJTTVQQPSUFECZTUSPOHFWJEFODF
Central Geelong Marketing’s Mission Statement
is: The role of the Central Geelong Marketing
Committee is to, market and promote Central
Geelong in a coordinated and integrated manner
aimed at enhancing its economic and social viability
and its general amenity, making it an exciting, and
vibrant focus for the whole of the Geelong region.
t DPOTJEFSBTNBOZNPOFUJTFEFDPOPNJDCFOFåUTBOE
DPTUTBTQPTTJCMF
t DPOTJEFSOPONPOFUJTFECFOFåUTBOEDPTUT
t DPOTJEFSCPUIUIFPWFSBMMFGåDJFODZPGBOJOJUJBUJWF
(the combined scale of benefits and costs), as well
BTJUTFRVJUZBOEEJTUSJCVUJPOBMJNQBDUTBOE
Whilst Central Geelong Marketing has a primary
focus on promotion and business development,
others include infrastructure and service
improvements that would not otherwise be provided
by the local government.
t DPOTJEFSJTTVFTPGSJTLBOEVODFSUBJOUZ
67
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Better Infrastructure Decision-Making: Guidelines for making submissions
to Infrastructure Australia’s infrastructure planning process, through
Infrastructure Australia’s Reform and Investment Framework, Infrastructure
Australia.
GUIDANCE - PART 4
4.2.1 What is the value of a project
or initiative?
The terms ‘evaluation’ and ‘assessment’ are often
synonymous but in practice, ‘evaluation’ is likely to be
more prescriptive and quantitative than ‘assessment’.
Collectively, the terms can be defined as methods of
appraisal since their function is to indicate the value
of a project or initiative and whether the outcomes are
sufficient to justify the cost.
Evaluation or assessment may be undertaken before an
initiative is undertaken, to assess its probable value, or
after, to assess its actual achievements. For infrastructure
projects, it is often undertaken in terms of benefit-cost
analysis, which measures those outcomes on which a
monetary value can be placed and the methodology
may be specified or guidelines provided by the funding
agency 68. In doing so, pre-eminence is given to the
economic outcomes over the environmental and,
particularly, the social outcomes.
Increasingly, however, we need to account for diverse
economic, social and environmental objectives and
outcomes for transport projects. For example, major road
projects will often state objectives in relation to:
t USBOTQPSU¦TVDIBTSFEVDJOHUSBGåDJODPOHFTUFE
areas, improving access by other means, reducing
USBGåDPOMPDBMTUSFFUTBOESFEVDJOHSPBEUSBVNB
For benefit-cost analysis, there is a wide range of direct
impacts of travel that should be incorporated:
t MBOEVTFQMBOOJOH¦TVDIBTNJOJNJTJOHQMBOOJOH
blight, providing a catalyst for redevelopment and
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t WFIJDMFPQFSBUJOHDPTUToDBSQVCMJDUSBOTQPSUBOE
DZDMJOH
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encouraging inner city living, heritage retention,
enhancing amenity, improving equity of access and
minimising air and noise pollution.
The evaluation response, however, has usually been
poor in terms of measuring those impacts that are not
direct transport ones, such as travel time and travel costs.
Moreover, even where broader impacts are quantified,
the evaluator usually attempts to reduce these to a
single cardinal or ordinal measure, either in:
t CFOFåUDPTUBOBMZTJTJOXIJDIBMMUIJOHTBSFSFEVDFE
UPBNPOFUBSZFRVJWBMFOUPS
68
t NVMUJDSJUFSJBBOBMZTJTJOXIJDIBSBOHFPGDSJUFSJB
are weighted to produce a ranking of projects for
decision-making purposes.
t DBSQBSLJOHDPTUTFTQFDJBMMZJODFOUSFTPGBDUJWJUZ
XIFSFDBSQBSLJOHJTBTDBSDFSFTPVSDF
t SPBEUSBGåDDPOHFTUJPO
t SPBEUSBVNB
t FOWJSPONFOUBMFYUFSOBMJUJFTPGXIJDIUIFNBKPSPOFT
BSFHSFFOIPVTFHBTFNJTTJPOTBOEBJSQPMMVUJPO
t TPDJBMFYUFSOBMJUJFTJODMVEJOHDPNNVOJUZTFWFSBODF
BOETPDJBMFYDMVTJPOBOE
t IFBMUIBOEåUOFTTJODMVEJOHCPUINPSUBMJUZBOE
morbidity (well being/quality of life).
The last two impacts are rarely able to be included
adequately in the benefit-cost analysis because there is
insufficient information in a form that can be translated
National Guidelines for Transport System Management in Australia: Part
3 Appraisal of Initiatives. Australian Transport Council: Canberra, Australia.
www.atcouncil.gov.au/documents/NGTSM.aspx
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into monetary values. In general terms, however, it can
be stated that the private car is responsible for negatives
in these areas and active transport modes (principally
walking and cycling, but also, to some extent, public
transport) produce positive beneficial outcomes.
be useful. A simple graphical representation of a sixcriterion Appraisal Summary Table − strategic, economic,
environment, social (amenity, people and communities),
safety and governance (readiness for implementation) is
found to be a useful aid to interpretation (Table 10).
In most transport evaluations, the cost of car parking is
not included, despite modal change having substantial
potential impacts on the demand for car parking. In part,
this is because car parking is required to be provided
at specified rates under local planning schemes, so
modal shift is unlikely to have an impact on the level of
provision, at least in the short-medium term. In the case
of the larger activity centres with shared public parking,
however, it has to be acknowledged that car parking is
both in short supply and that supply can be varied. In the
age of the triple bottom line, sustainability assessment
and whole-of-government performance measurement,
both benefit-cost and multi-criteria analyses are limited
in that a very large amount of information is lost in the
process of measurement and aggregation.
The role of presentation is to clarify information and
support decision-making, not to make the decisions, but
however information is presented, there is likely to be a
range of views on how it should be interpreted. These
views need to be heard and, where possible, reconciled
as part of the decision-making process, but this is an
often-neglected aspect of inclusivity in the planning
process. Two useful methods for introducing inclusivity
into evaluation are:
The alterative of some form of Goals Achievement Matrix
is rarely considered by technocrats on the grounds that
it is too difficult to interpret and does not give unique
and clear results. The National Guidelines for Transport
System Management in Australia have developmed
the Appraisal Summary Table 69 in transport, which
summarises information on a range of economic,
environmental and social impacts, showing both
monetised and non-monetised impacts.
In principle, the Appraisal Summary Table allows
decision-makers to decide subjectively if the combined
monetised and non-monetised impacts suggest that
there would be a net benefit from the initiative.
The Appraisal Summary Table is effectively a goals
achievement matrix. In the United Kingdom, the table is
the core of the integrated assessment process70.
This form of disaggregated presentation of impacts
has been demonstrated to have a systematic and
transparent influence on decision-making. It can be
difficult to construct a clear picture from such a table,
however, and an alternative form of presentation can
69
National Guidelines for Transport System Management in Australia: Part 3
Appraisal of Initiatives
www.atcouncil.gov.au/documents/files/National_Guidelines_Volume_3.
pdf
70
Appraisal. Transport Analysis Guidance, Unit 3.2. Department for Transport:
London, England. www.dft.gov.uk/webtag/documents/expert/unit3.2d.
php
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t UIF%FMQIJ1SPDFTTXIJDIJTBOJUFSBUJWFQSPDFTT
used to collect and distill the judgments of
individuals or organisations using a series of
RVFTUJPOOBJSFTJOUFSTQFSTFEXJUIGFFECBDLBOE
t GBDJMJUBUFEXPSLTIPQTJOXIJDIQBSUJDJQBOUTBSF
exposed to the range of views and are able to
modify their own views in a ‘non-threatening’
environment.
Both these processes have been used at different stages
of the evaluation for the Eastern Metropolitan Regional
Integrated Transport Strategy.
4.2.2 Whose value?
In most cases, evaluation and assessment are based on
technical information and professional judgment. While
this is important to informed decision-making, we should
not assume that such assessments capture and reflect
all of the values of the community and stakeholders.
If stakeholders have been included throughout the
integrated transport planning process, they should be
able to interpret the technical information from the
community/stakeholder point of view in an informed
way. It is essential that such a process with stakeholders
be independent of the team carrying out the planning
and professionally facilitated to ensure that stakeholder
responses are informed but not unduly influenced.
GUIDANCE - PART 4
Table 10 – Illustrative Summary Appraisal
Name of
initiative
Funds
09/10
10/11
11/12
12/13
Total:
Quantitative
measure
Assessment
Confidence
Problem
Description
Base case
Other option
SA’s Strategic
Plan Targets
SA’s
strategic plan Impacts
objectives
Qualitative
description
Capital cost
Infra. maintenance cost
Infra operating cost
Journey times
Economic
- Growing
prosperity
- Fostering
creativity
Vehicle operating cost
Reliability
Regeneration
etc
Social
- Improving
wellbeing
- Building
communities
- Expanding
opportunities
Crashes
Public security
Access to public transport
Severance
Pedestrian and cyclists
etc
Greenhouse
Noise
Local air quality
Environmental
Landscape
- Achieving
sustainability Biodiversity
Heritage
Water
Benefit – cost analysis results
PVB = $XXXm; PVC = $YYYm; NPV = $ZZZm; NPV/K = A.A; BCR = B.B
Source: National Guidelines for Transport System Management in Australia: Appraisal of Initiatives, Part 3, Page 40,
Australian Transport Council.
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In many ways, this is a test of the process followed so
far. Large or apparently random variations between the
technical and stakeholders assessments might suggest
that either:
t UIPTFEPJOHUIFQMBOOJOHIBEOPUBEFRVBUFMZ
communicated to stakeholders the ways in which
UIFJSDPODMVTJPOTIBECFFOSFBDIFEPS
t UIFBTQJSBUJPOTFYQFDUBUJPOTBOEDPODFSOT
of stakeholders had not been appropriately
incorporated into the identification of issues and
development of responses to them.
In either case, this is likely to be a problem for the
acceptance and implementation of the integrated
transport plan. It is better to find this out now, before
finalisation of the plan, than when implementation is not
going well.
with hypothetical data and works equally well when
the targets are not related to each other, provided they
can be represented on a numerical scale. This form of
presentation allows areas of under-performance to be
identified and further consideration given to why this is
so and how the problem can be addressed.
4.3 Integrating planning and
implementation
The development of an integrated transport plan is
the end of the beginning, not the end. The plan itself
must include and action or implementation plan that
describes:
t XIBUJTUPCFEPOF
t CZXIPNJUJTUPCFEPOFBOE
t XIFOJUJTUPCFEPOF
4.2.3 Monitoring achievement
When using quantitative and measurable targets, it is
useful to be able to present actual achievements in a
single form. A ‘spider diagram’ is a simple and powerful
way of doing so. Figure 30 uses the Metropolitan
Transport Strategy, 1995-2029 targets as an example,
This implementation plan should be related to resourcing
and decision-making in the stakeholder organisations,
including budgeting and program management,
especially where this runs across existing elements in
the organisation or across more than one organisation.
Figure 30 – Measuring achievement against targets with a spider diagram
Walk
Target
12.5%
Cycle
Other
Direction of
increase
Target
11.5%
Target
2.1%
Where we want to go
Where we were going
Where we are
Car
driver
Public
transport
Target
46%
Target
12.5%
Where we were
Car passenger
Target
1.25%
Source: ’CATALYST’/’Sinclair Knight Merz’ Consultants.
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Just as a project manager is required for the planning
stage, so there should be an identified ‘implementation
manager’ to keep the process on track and, where
problems arise, to address them in a timely manner.
It is also encouraged to investigate the potential for
private sector partnerships, especially where there are
clearly-identifiable benefits to defined private sector
interests.
4.3.1 Seamless transition –
Handing over the baton
Non-metropolitan integrated transport plans may be
able to qualify for funding under the State Government
‘Royalties for Regions’ initiative71, which includes the:
The planning started from an understanding of what the
community and key stakeholders want for their future.
Planning is only of value to the extent to which it leads to
or influences actions that support the achievement of the
community’s desired future.
t $PVOUSZ-PDBM(PWFSONFOU'VOEUPBTTJTUDPVOUSZ
local governments build and maintain their
DPNNVOJUZJOGSBTUSVDUVSF
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the access to services in the regions. It supports
services that have shown they are effective in
enhancing the quality of life for residents in regional
areas and in providing better access to government
TFSWJDFTBOEJOGSBTUSVDUVSFBOE
At least some of the implementation will depend
upon the continued support and goodwill of agencies
and organisation outside those directly responsible
for developing the plan. With an effective process for
development of the integrated transport plan, these
agencies will already have been involved in the process,
but this is not a guarantee of translation through to
implementation.
t 3FHJPOBM*OGSBTUSVDUVSFBOE)FBEXPSLT'VOEUP
support large-scale, strategic regional infrastructure
and headworks projects that are acknowledged as
being of strategic importance to Western Australia,
apply broadly across a region and do not fall neatly
into the responsibilities of one State Government
department or local government for implementation.
t $FMFCSBUFDPNQMFUJPOPGUIFQMBOXJUIUIPTFXIP
have contributed to its development.
t "DLOPXMFEHFUIFDPOUSJCVUJPOTPGJOEJWJEVBMTBOE
organisations.
t "TTVSFUIFNUIBUXIJMTUUIFQMBOJTDPNQMFUFUIF
process continues.
t )BOEPWFSUIFCBUPOUPNBLFTVSFUIBUUIPTFXJUI
responsibilities for implementation, review and
updating the plan are fully aware of this fact.
4.3.2 Funding
Federal and State government funding programs
specifically for transport and infrastructure (such as
Infrastructure Australia) tend to focus on major projects,
so it is essential to integrate as many elements as
possible into funding applications. Integrated transport
plans that cover regions rather than a single local
government are likely to be better-placed to identify
projects large enough to qualify for funding from such
sources.
Often new types of initiatives have no obvious existing
funding source, but this should not prevent integrated
transport planning from demonstrating the value of such
initiatives to the community.
Funding sources will vary from time to time and to some
extent from place to place. Local government should
seek advice from the Department of Transport or the
WA Local Government Association at the appropriate
time. The ‘appropriate time’ is during, rather than after,
the planning process, as the potential for funding may
influence how to define actions and projects.
71
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Royalties for Regions. Government of Western Australia.
www.royaltiesforregions.wa.gov.au
GUIDANCE - PART 4
Funding sources for actions and initiatives resulting from
an integrated transport plan are likely to be fragmented.
Such sources will vary from time to time, especially at
federal and state government level, but it is important at
all levels to continue the integration philosophy through
funding as part of implementation. In particular, be sure
to incorporate the detail into larger projects.
For example:
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development projects should always include
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trails, etc) should always have regard to the
potential for local (and in some cases longerdistance) access to destinations as well as
recreation.
There are funding sources for smaller-scale, lower-cost
initiatives, including:
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www.transport.wa.gov.au/activetransport/25722.
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BDUJWFUSBOTQPSUBTQ
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BDUJWFUSBOTQPSUBTQ
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or workplace settings www.transport.wa.gov.au/
BDUJWFUSBOTQPSUBTQ
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measures that may be eligible for funding
through the State www.mainroads.wa.gov.au/
UnderstandingRoads/RoadSafety/BlackSpotProgram/
1BHFT#MBDL4QPU1SPHSBN)PNFBTQYBOE
t 'FEFSBM#MBDL4QPUQSPHSBNT www.nationbuildingprogram.gov.au/funding/
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wa.gov.au/UnderstandingRoads/RoadSafety/
#MBDL4QPU1SPHSBN1BHFTOBUJPOBM@BQQSPWFEBTQY
and www.alga.asn.au/?ID=7258.
4.3.3 Be prepared – Create space for
opportunistic implementation
Forecasts are often wrong, yet they are a critical part of
business planning, management, and strategy72. It is
common of any activity that involves trying to understand
and forecast the future that it is most likely to be wrong.
This is not a negative statement, it is simply the reality
that the future is uncertain.
The future is more uncertain when one objective of
a plan is to change the way things are managed
at present. By definition, we do not have the same
experience with, and therefore confidence, in the
outcomes of new ways of managing transport and
access issues and problems.
It could be easy to develop too much confidence in
the integrated transport plan or its forecasts, especially
after investing substantial time, effort and money in its
development. However, it should not be expected to
anticipate every circumstance that might arise in the
future.
One of the uncertainties is when opportunities will arise
for implementation (including funding) of components
of the integrated transport plan. A part of the
implementation stage should be to maintain a watching
brief on opportunities that have not been foreseen at
the time the planning has been developed and, to the
extent possible, ensure that the implementation program
is flexible enough to accommodate changes and take
advantage of the presented opportunities.
An important part of implementing an integrated
transport plan is to keep the external environment under
review, partly, as outlined in Section 4.2, to ensure that
the plan, strategies and actions keep on track to achieve
the objectives, but also to identify opportunities than
could enhance the effectiveness of the plan.
Being flexible and opportunistic adds to the robustness
of the integrated transport plan by minimising the
possibility of not being able to implement key elements
because implementation and funding opportunities have
been missed.
72
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www.practicalforecasting.com
GUIDANCE - PART 4
GUIDANCE
Part 5 –
Consultation &
partnership
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5.0
Summary – Part 5
5.1
Before the integrated
transport plan
5.2
Consultation for integrated
transport plans
5.3
Consulting effectively
5.4
Partnership
5.5
Beyond the integrated
transport plan
5.0 Summary – Part 5
The key to successful integrated transport planning is
a comprehensive and inclusive approach to identifying
problems and solutions, not just from a transport
perspective but also from the point of view of the
wellbeing of the community − with a particular focus on
how it is serviced by transport.
Experience in the preparation of integrated transport
plans demonstrates the value of an inclusive approach
to establishing dimensions, parameters and vision for the
integrated transport planning process.
It is important that the consultation held to achieve this
is both informed and interactive:
t informed − so that the outcomes are based on a
TIBSFEBOESFBMJTUJDWJFXPGUIFDVSSFOUTJUVBUJPO
and
t interactive − so that all those participating have
a real opportunity to shape the plan and its
development.
Community involvement can play an important role
in identifying and understanding important transport
issues from the perspective of those directly affected by
them and in developing of agreed transport solutions for
implementation programs.
The consultation process for an integrated transport plan
requires community and stakeholder input on issues
regarding all aspects of the transport system or other
areas interacting with transport within a specific local
area. The local community and stakeholders are usually
invited to comment on any existing transport problems
and issues. While local residents acknowledge the value
of a vision for an integrated transport plan, they do not
always acknowledge the need for local government
intervention.
Consultation with the community and stakeholders
should be a continuing feature of the development,
implementation and review stages of integrated transport
plans. Effective consultation gives credibility to the
process and the final stages of a plan, but the required
scale and form of consultation will vary depending of its
type and nature.
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Any consultation will bring out a range of issues and
suggestions. While some of these will be too detailed
or localised to be addressed in the integrated transport
plan, it is essential they are not disregarded. Such
issues should also be considered and referred to the
appropriate authority for response and action, and
provide feedback to the person who raised the issue.
An Integrated Transport Planning Partnering Agreement
(a State and local government initiative) was put in place
in 2001 “to bring together Perth’s local government
authorities and relevant State government agencies
to discuss opportunities to improve the approach
to metropolitan transport planning. It records the
commitment of state and local government to
work together to achieve shared strategic transport
objectives and sound transport planning outcomes
for Western Australia”.
The agreement endorses common goals of State
Government agencies and local governments in the
Perth metropolitan area for integrated transport planning,
to maximise benefits for an effective metropolitan
transport system. Good practice and case studies of
integrated transport plans undertaken in the Perth
metropolitan areas show that plans do work where there
is a partnering agreement in place from the beginning of
the process for developing an integrated transport plan.
The more strategic partnering agreements between
the State Government agencies and local government
elected members commitments there are in place
from the beginning of the process, the better it is for
the final success of the integrated transport plan at its
implementation stage. The result is producing a final
integrated transport plan as an agreed transport plan,
which is ready to be implemented.
The major transport portfolio players (Department of
Transport, Main Roads WA and Public Transport Authority)
should be involved as key stakeholders during all
stages of integrated transport planning. Without this,
it will be difficult to develop the level of agreement
and compromise between organisations that will be
necessary to develop a plan that has a high level of
stakeholder acceptance and, as a result, a good prospect
of being implemented.
GUIDANCE - PART 5
In addition to embedding the integrated transport
plan recommendations and actions in the stakeholder
organisations, it is important to create a continuing forum
for consideration of the effectiveness of implementation
and the extent to which changes in circumstances
(including experience with implementation) may make
updating and changes to the original plan desirable.
The nature of integrated transport plans is that while
there are likely to be directions that are common, the
component strategies will depend on the specific
situations. That is one of the reasons why inclusiveness
is such an important principle to be applied at all stages
of the plan’s development and implementation.
5.1 Before the integrated
transport plan
The key to a successful integrated transport plan is
in ensuring a comprehensive and inclusive approach
to identifying problems and solutions, not just from a
transport perspective but also from the point of view of
the wellbeing of the community, with a particular focus
on how it is serviced by transport.
This approach must start ‘at home’, with the
organisation(s) undertaking the integrated transport
planning process, involving all areas of its own activity,
not just those directly involved in planning and transport.
This can best be achieved by establishing a steering
group from across the local government, although the
direct responsibility for the plan will usually rest with one
or two specific areas within the organisation.
Successful implementation of the integrated transport
plan should be a primary goal in its development.
As part of the integrated transport plan initiation,
local governments should seek to establish financial
partnerships for its preparation and, where possible, its
implementation.
123
Guidelines
for preparation of
integrated transport plans
GUIDANCE - PART 5
It is important to establish early partnerships with
neighbouring local governments, particularly those
also engaged in the preparation of regional integrated
transport plans. Collaborative sharing of common
transport issues and agreement on key transport
priorities throughout the development process of
an integrated transport plan can benefit economic
development across the respective areas and
communities of the local government alliance.
Experience in preparing integrated transport plans
proves the value of an inclusive approach to establishing
dimensions, parameters and a vision for the integrated
transport plan process. Workshops facilitated to develop
these should be:
t informed − so that the outcomes are based on a
TIBSFEBOESFBMJTUJDWJFXPGUIFDVSSFOUTJUVBUJPO
and
t interactive − so that all those participating have
a real opportunity to shape the plan and its
development.
It is recommended that these workshops be
professionally facilitated, preferably by non-transport
people who are able to acknowledge and integrate the
wide range of issues and concerns that are likely to be
raised.
The development of a good city in which to live and
conduct business is about more than just creating a
transport system to service certain activities and land
uses. It is essential therefore to identify key stakeholders
and involve them in the planning process from the very
beginning. There may be many interested stakeholders
and it is best to include as many people or groups that
want to be involved as possible. Potential stakeholders
include:
t FMFDUFEDPVODJMMPST
t DPVODJMTUBGGGSPNWBSJPVTEJTDJQMJOFT¦QMBOOJOH
FOHJOFFSJOHFOWJSPONFOUTVTUBJOBCJMJUZBOEIFBMUI
t 4UBUFHPWFSONFOUBHFODJFT
t CVTJOFTTHSPVQT
t DPNNVOJUZHSPVQT
t QSPGFTTJPOBMHSPVQT
t FOWJSPONFOUBMHSPVQT
t IFBMUIPSHBOJTBUJPOTBOE
It will be beneficial to tailor workshops for selected key
stakeholders to involve them in developing principles
on which the integrated transport plan will be based.
This will be a good time to find out what specific interest
groups want for the future of the area and to discuss how
transport solutions might benefit their areas of interest.
Discussions with the major stakeholder groups should
focus on the lifestyle and type of future they desire for
themselves and their children, and on how an integrated
transport plan and land use initiatives can help achieve
this for the local area.
At this early stage, it is quite likely that matters
will be raised that are outside the scope of the
integrated transport plan. It is essential that these are
acknowledged, recorded and referred to the appropriate
organisation or people for further response and
resolution.
5.2 Consultation for integrated
transport plans
Community involvement in integrated transport planning
has an important role in identifying and understanding
important transport issues from the perspective of those
directly affected by them, and in developing agreed
transport solutions for implementation programs.
The main value of effective consultation is to reach a
shared understanding of the community’s aspirations for
the future transport system and of the ways to achieve
that future. Keeping the community and key stakeholders
informed throughout the integrated transport planning
process therefore must involve more than one-way
communication.
Understanding what is important to the community
and other key stakeholders is central to developing an
effective assessment and evaluation methodology of
an integrated transport plan. This will, in turn, improve
community support for the integrated transport plan’s
recommended actions and provide information on
implementation (including funding) proposals.
Community consultation is about establishing a dialogue
with and between state and local government agencies,
community, industry and various stakeholder groups
to best develop and support the implementation of an
integrated transport plan (Table 11).
t MPDBMQFPQMFXJUIBOJOUFSFTUJOPSFYQFSUJTFJO
city and transport planning, and community
development.
124
Guidelines
for preparation of
integrated transport plans
GUIDANCE - PART 5
From the start of the process, extensive community
consultation is critical in order to develop a true
understanding of community issues, the existing
transport system and what is needed to improve quality
of life through better transport options.
The consultation should be a continuing feature of the
development, implementation and review stages of the
integrated transport plan. In some cases, such as the
&BTUFSO.FUSPQPMJUBO3FHJPO*OUFHSBUFE5SBOTQPSU4USBUFHZ
2007 1, stakeholders have a direct role in prioritising
strategies and actions, with very positive results.
Effective consultation gives credibility to the process
and the final stages of an integrated transport plan,
but the required level and form of consultation will vary
depending on the nature and scale of the plan. For
example:
t 4NBMMTDBMFMPDBMBSFBPSJTTVFTQFDJåDJOUFHSBUFE
transport plans lend themselves to direct
consultation with residents and businesses directly
affected by the plan.
t -BSHFSMPDBMBSFBCVUTUJMMTJOHMFMPDBMHPWFSONFOU
integrated transport plans may be able to use
existing local government consultation structures
BOEQSPDFTTFTTVDIBTQSFDJODUPSSBUFQBZFSHSPVQT
however, consultation for such a plan is more likely
to focus on local area transport issues, however
it should also consider cross-regional transport
matters.
t *OUFHSBUFEUSBOTQPSUQMBOTPSTUSBUFHJFTGPS
partnerships and local governments groups involve
more complex (cross-regional and regional)
transport and broader strategic issues.
The consultation process should be tailored to the scale
and needs of the particular integrated transport plan.
Any consultation will bring out a range of issues and
suggestions. While some of these will be too detailed
or localised to be addressed in the integrated transport
plan, it is essential they are not disregarded. Such
issues should also be considered and referred to the
appropriate authority for response and action, and
provide feedback to the person who raised the issue.
Table 11 – Considerations for designing and implementing a consultation strategy
Local government may be able to use existing consultation or involvement networks and processes, provided these
are not too identified with particular points of view or negative connotations regarding transport and any related
issues.
Direct community consultation may not be feasible or effective for large local government areas, collaborations
between local governments and more complex integrated transport plans.
Most people do not fully understand ‘who’ does ‘what’. E.g. State and local government responsibilities for transport
planning and infrastructure provision.
The community does not always have a good understanding of strategic transport planning, and people often
want immediate change rather than discussing long-term transport improvements. It will take time to inform the
community and for it to contribute effectively to planning.
There are risks associated with direct community consultation and public meetings. Consultation of this type needs
a good facilitator to keep it manageable, productive and to complete required tasks in a reasonable timeframe.
Emotions can run high if facilitators cannot establish an open discussion environment to share all views expressed.
Perceptions and reality are not necessarily the same. Wherever possible, misperceptions – whether about problems
and issues, or opportunities and their impacts, should be resolved early in the planning and consultation process.
1
&BTUFSO.FUSPQPMJUBO3FHJPO*OUFHSBUFE5SBOTQPSU4USBUFHZ
www.emrc.org.au/regional-integrated-transport-strategy.html
125
Guidelines
for preparation of
integrated transport plans
GUIDANCE - PART 5
It is important to work with key stakeholders individually
and collectively – for example in stakeholder workshops
– to identify key transport issues and to test the likely
effects of strategies on them. Many of the issues raised
would vary depending on the views of the stakeholders
involved. Divergent perspectives on key issues would
need to be further articulated through stakeholder
discussions and meetings. Involving the main
stakeholders in the actual assessment and prioritisation
of issues (rather than seeing them as purely technical
tasks undertaken by transport professionals) is a very
powerful consultation exercise.
The initial consultation process via surveys, workshops
and meetings should clarify what people want and
identify their issues of concern. It is important to further
analyse, determine and address what the key transport
needs and priorities are for local or regional areas, and
the emerging challenges and opportunities required to
resolve them. The tasks of moving people and goods
where they need to go vary greatly from area to area and
are based on an area’s specific social, economic and
environmental characteristics. Transport solutions will
depend on the physical environment, the nature of the
transport tasks and the type of travel demands for the
area.
There is a need to assess and analyse the initial
information obtained in the ‘Issues and Options’ report,
and to summarise and articulate issues for resolving
and suggestions for future transport options. Further
advice on the report should then be obtained from
stakeholders, individuals and community-interest groups.
Feedback from this consultation will help to group
and prioritise initial concerns (excluding those beyond
the aim of the integrated transport plan), identify key
strategic transport issues and opportunities for the local
area. Each transport mode is equally important for the
integrated transport planning approach and should be
assessed to ensure it meets both travel demands roles
and community needs.
Further joint consultation with main stakeholders
could be facilitated to target specific transport issues
to ensure a common vision and to help develop the
integrated transport plan. Specifying actions and
obligations for local government and stakeholders and
involving them in the decision-making processes of local
councils is very important for the success of the plan’s
implementation stage.
126
Guidelines
for preparation of
integrated transport plans
The draft plan should be presented to stakeholders and
the general public in a way that is easily accessible.
Copies of the draft integrated transport plan (including
supporting reports and technical analysis) should be
publicly available on the internet during the initial
development stage to show its vision and key principles,
and to encourage comment. This will help achieve
broader ownership and acceptance by stakeholders and
the community at later stages.
The final agreed integrated transport plan should be
a living document, with information progressively
provided on implementations of recommended actions,
benefits achieved, and possible changes to the plan. The
designated integrated transport plan website or webpage
should be designed to maintain interest and encourage
community support and ownership. Consideration can be
given to a menu-based approach to website information
if possible.
5.3 Consulting effectively
Upfront consultation is important to establish a broader
community vision and understanding of key transport
issues and objectives. Awareness of the community view
is very important for success of the integrated transport
plan’s processes. The degree of community consultation
depends of the size of the scope of works and the
complexity of future projects. Overlooking community
views could be dangerous to the development of the
plan while no upfront consultation could lead to a
change of scope of works later. A poor scope of works
may lead to cost implications for future transport projects
identified by the integrated transport plan.
The consultation process for an integrated transport plan
requires community and stakeholder input on issues
regarding all aspects of the transport system or other
issues interacting with transport within a specific local
area. The local community and stakeholders are usually
invited and asked to comment on any existing transport
problems and issues. While local residents acknowledge
the value of a vision for an integrated transport plan,
they do not always acknowledge the need for local
government intervention (Table 12).
GUIDANCE - PART 5
Table 12 – Effective consultation methods
Interviews and discussions with community, residents and business target groups – face-to-face meetings with
stakeholders to gain information. Provides opportunity for in-depth information exchange and to obtain feedback from
stakeholders.
Reply-paid mail questionnaire community surveys – survey /questionnaire should be professionally developed.
Most suitable for general attitudinal surveys. Provides input from cross-sections of the public, not just activists. Could
be labour intensive and expensive.
Telephone surveys – random sampling of population by telephone to gain specific information. Provides input from
individuals who would be unlikely to attend meetings. Higher response rate than with mail-in surveys. More expensive
and labour intensive than mailed surveys.
Interactive website seeking information and input on different issues – web-based response polls. Provides input
from individuals. Generally provides statistically invalid results.
Newspaper advertisements – provides community-wide distribution of information. Provides opportunity to include
public comment forum.
Workshops with focus groups and local community groups – an informal public meeting that may include
presentations, but ends with interactive working groups. Foster one-to-one communication. Builds credibility.
Maximises feedback obtained from participants. Foster public ownership in solving the problem. Several small-group
facilitators are necessary.
Community meetings and forums – open space meetings. Set up the meeting to be welcoming and receptive as
possible to ideas and opinions and to increase interaction between technical staff and the public. Participants hear
relevant information and have the opportunity to ask questions. It is possible that meeting escalates out of control
because of loud voices and high emotions. Requires a good meeting facilitator.
Stakeholder discussions – important to have a powerful theme or vision statement to generate topics. Gives people
opportunity and responsibility to create valuable experience. Includes immediate summary of discussion.
Responses are different from individuals and community groups. Therefore, the consultation methods should be
tailored to the specific needs of targeted groups and type of data, which has to be collected in order to give a realistic
description of existing transport system problems and issues within the area.
Source: International Association for Public Participation (IAP2).
127
Guidelines
for preparation of
integrated transport plans
GUIDANCE - PART 5
Table 13 shows the IAP2 Spectrum of Public
Participation. More information on the consultation
process, including a public participation toolbox, can be
obtained from the International Association for Public
Participation (IAP2) website http://iap2.affiniscape.com.
5.4 Partnership
Cooperation and partnership with the different levels of
government, community and major stakeholders is vital
to the success of the integrated transport plan.
An Integrated Transport Planning Partnering Agreement
(A State and Local Government Initiative) was put in
place in 2001 “to bring together Perth’s local government
authorities and relevant State government agencies
to discuss opportunities to improve the approach to
metropolitan transport planning”.
This agreement records the commitment of state and
local government to work together to achieve shared
strategic transport objectives and sound transport
planning outcomes for Western Australia. It endorses
common goals of local governments in the Perth
metropolitan area and state government agencies for
integrated transport planning to maximise benefits for an
effective metropolitan transport system.
The shared principles of the above agreement are still
valid and applicable to current and future integrated
transport plan initiatives in the Perth metropolitan area.
Partners to this agreement are committed to and value:
t UIFCSPBEDPODFQUTPGTVTUBJOBCMFDPNNVOJUZ
EFWFMPQNFOU
t QBSUJDJQBUJWFQMBOOJOHQSPDFTTFTUIBUFOBCMF
TUBLFIPMEFSTUPNBLFJOGPSNFEDPOUSJCVUJPOT
t BDPOTFOTVTTUZMFPGEFDJTJPONBLJOHTVQQPSUFECZ
a sharing of information based on sound data and
BOBMZTJT
t QSPNPUJOHJNQSPWFEXPSLJOHSFMBUJPOTIJQTUISPVHIB
DPPQFSBUJWFUFBNBQQSPBDIUPQSPCMFNTPMWJOH
t IPOFTUZJOBMMEFBMJOHTXJUIPQFODPNNVOJDBUJPOBU
BMMUJNFT
t VOEFSTUBOEJOHUIFOFFETBOESFTQFDUJOHUIFWBMVFT
PGBMMTUBLFIPMEFSHSPVQTBOE
t QSPEVDJOHDPTUFGGFDUJWFPVUDPNFTUIBUIBWF
stakeholder commitment to implement.
128
Guidelines
for preparation of
integrated transport plans
Good practice and case studies of integrated transport
plans undertaken in the Perth metropolitan area
show that plans do work where there is a partnering
agreement in place from the beginning of the process.
Partnering agreements with all key stakeholders, state
government agencies and local councils are necessary
at the beginning of the planning process to better
ensure successful implementation of the final integrated
transport plan.
Partnered integrated transport planning is based upon a:
t QSPDFTTBHSFFECZLFZTUBLFIPMEFSTBOE
EPDVNFOUFEJOBQSPKFDUQMBO
t QBSUJDJQBUJWFBQQSPBDIUPDPNNVOJUZDPOTVMUBUJPO
t DMFBSMZEFåOFEHSPVQPGQSPKFDUSPMFTBOE
SFTQPOTJCJMJUJFT
t UFBNBQQSPBDIUPEFWFMPQJOHBHSFFEPVUDPNFT
t EFTJSFUPSFTPMWFQSPKFDUNBUUFSTUISPVHIDPOTFOTVT
and
t DPNNJUNFOUUPJNQMFNFOUBHSFFEPVUDPNFT
The major transport planning agencies in Western
Australia (Department of Transport, Main Roads WA,
Public Transport Authority and Department of Planning)
should be involved as key stakeholders during all
stages of integrated transport planning process. Without
them, it will be more difficult to develop the level of
agreement and compromise between organisations that
will be necessary to develop a plan with a high level
of stakeholder acceptance. The plan will have good
prospects of implementation if this strategy is followed.
Reaching an agreement between these agencies, which
may have conflicting views on transport infrastructure
priorities would help establish a common vision and
provide ownership of the integrated transport plan. It
is relatively easy to devise a plan – but to have one
that is supported by various agencies requires upfront
consultation: having the right people around the table at
the right time. Key players should be involved at all ‘key
milestones’ and stages of the plan’s processes.
It is also important to know the current activities of those
organisations and their future plans that may affect
the area concerned. These are not fixed restraints on
the future, but they do provide a benchmark against
which the vision of the integrated transport plan can
be assessed, including the extent of change needed to
achieve that vision.
GUIDANCE - PART 5
Table 13 – IAP2 Spectrum of Public Participation
Increasing level of public impact
Public
participation
goal
Inform
Consult
Involve
Collaborate
Empower
To provide the
public with
balanced
and objective
information to
assist them in
understanding
the problem,
alternatives,
opportunities
and/ or solutions
To obtain public
feedback
on analysis,
alternatives
and/or decisions
To work directly
with the public
throughout
the process
to ensure that
public concerns
and aspirations
are consistently
understood and
considered
To partner with
the public in
each aspect
of the decision
including the
development of
alternatives and
the identification
of the preferred
solutions
To place final
decision-making
in the hands of
the public
We will keep you
informed
We will keep
you informed,
listen to and
acknowledge
concerns and
aspirations, and
provide feedback
on how public
input influenced
the decision
We will work
with you to
ensure that you
concerns and
aspirations are
directly reflected
in the alternatives
developed and
provide feedback
on how public
input influenced
the decision
We will look to
you for advice
and innovation
in formulating
solutions and
incorporate
your advice and
recommendations
into the decisions
to the maximum
extent possible
We will
implement what
you decide
- Fact sheets
- Web sites
- Open houses
- Public comment
- Focus groups
- Surveys
- Public meetings
- Workshops
- Deliberative
polling
- Citizen advisory
committees
- Consensus –
building
- Participatory
decision-making
- Citizen juries
- Ballots
- Delegated
decisions
Promise
to the
public
Example
techniques
Source: International Association for Public Participation (IAP2).
129
Guidelines
for preparation of
integrated transport plans
GUIDANCE - PART 5
5.5 Beyond the integrated
transport planning
Developing an integrated transport plan is only the first
stage of creating a sustainable transport future for the
community.
The planning process is based on inclusion – that of
the community and of key stakeholders – in order to
understand their needs and aspirations, and also to
create support for implementation.
Finally, it is also important to maintain an open forum
with all parties involved to consider the efficacy of the
integrated transport plan’s implementation, and whether
current practical experience may make revisions or
changes to the plan necessary.
130
Guidelines
for preparation of
integrated transport plans
GUIDANCE - PART 5
OVERVIEW OF
PRACTICE
Part 6 –
Case studies
of integrated
transport plans
131
Guidelines
for preparation of
integrated transport plans
6.0
Summary – Part 6
6.1
South West Group
of Councils –
Travelling Together (2003)
6.2
East Metropolitan
Regional Council –
Integrated Transport
Strategy for Perth’s
Eastern Region (2007)
6.3
City of Rockingham –
Rockingham Integrated
Transport Plan (2007)
6.4
City of Subiaco –
Integrated Transport
Strategy (2007)
6.5
Shenton Park –
Integrated Transport Plan
(2000)
6.6
List of local government
integrated transport plans in
Perth metropolitan area
6.0 Summary – Part 6
This section outlines key learning areas from a selection
of integrated transport plans developed in the Perth
metropolitan area as part of broader regional integrated
transport strategies and local area integrated planning.
Information provided for each case study’s integrated
transport plan allow comparison of the principles and
processes followed and in particular, the factors that
contributed to their success.
The information is grouped under the following headings:
t $POUFYU
t 0WFSWJFX
t Integrated Transport Planning Framework for
Queensland: A guide for transport planning. Local
Government Association of Queensland and the
Government of Queensland: Brisbane, Queensland,
http://tmr.qld.gov.au/Projects/Name/I/IntegratedTransport-Planning-Framework.aspx
t 7BSJPVTJOGPSNBUJPOGSPN7JDUPSJB5SBOTQPSU1PMJDZ
Institute, Canada such as: Sustainability and
Livability Summary of Definitions, Goals, Objectives
and Performance Indicators,
www.vtpi.org/sus_liv.pdf
t 0OMJOF5SBWFM%FNBOE.BOBHFNFOU&ODZDMPQFEJB
Victoria Transport Policy Institute, Canada
www.vtpi.org/tdm/index.php
t 1VSQPTF
t %SJWFST
t 0CKFDUJWFT
t .BKPSJTTVFTBOEOFFETDIBMMFOHFTBOE
opportunities
t 1SJODJQMFTPGUIFJOUFHSBUFEUSBOTQPSUQMBO
t %FWFMPQJOHUIFJOUFHSBUFEUSBOTQPSUQMBO
consultation and partnership process
t 4USBUFHJFTUPBDIJFWFEFTJSFEPVUDPNFT
t "DUJPOBOEUBSHFUT
t *OUFHSBUJOHQMBOOJOHBOEJNQMFNFOUBUJPO
t -FTTPOTMFBSOFEoLFZTVDDFTTGBDUPST
A summary of the key aspects of each integrated
transport plan gives insight to the processes followed in
planning, developing and implementing the plan and the
key lessons learned.
132
In addition to these good practice examples from Perth,
there are many relevant ‘best practice’ examples of
integrated transport plans or resources from outside
Western Australia, including:
Guidelines
for preparation of
integrated transport plans
t Guidance on Local Transport Plans, Department for
Transport, UK, 2009,
www.dft.gov.uk/adobepdf/165237/ltp-guidance.pdf
t Suffolk Local Transport Plan 2006-2011, Suffolk
County, UK 2006,
www.suffolk.gov.uk/TransportAndStreets/Policies/
SuffolkLocalTransportPlan2006-2011.htm
t Knox Integrated Transport Plan, Knox City Council,
Victoria, undated www.knox.vic.gov.au/
t Mackay Area Integrated Transport, Department of
Transport and Main Roads in partnership with the
Mackay Port Authority and Mackay City Council, Qld,
2002.
www.tmr.qld.gov.au/Projects/Name/M/Mackay-AreaIntegrated-Transport-Plan.aspx
t Rutland County Local Transport 2006-2011, Rutland
County, UK, 2006, www.rutland.gov.uk/ltp
OVERVIEW OF PRACTICE - PART 6
6.1 South West Group
of Councils –
Travelling Together
(2003)
Local governments
City of Melville, City of Cockburn, City of Rockingham, Town of East Fremantle
and Town of Kwinana (and later, City of Fremantle)
Integrated transport plan type
Partnership of local governments integrated transport plan
t .BKPSUSBOTQPSUDPOTVMUBOUo4JODMBJS,OJHIU.FS[4,.
Developed in 2003
t 5SBOTQPSUQMBOOJOHBHFODJFTo%FQBSUNFOUGPS1MBOOJOHBOE*OGSBTUSVDUVSF
Main Roads WA, Transperth
t *NQMFNFOUBUJPOTUBUVToQSPKFDUTDPNQMFUFE
Further information
The South West Group of Councils is currently lobbying for the preparation of
a new regional integrated transport strategy. Background information on the
recent work done by the South West Group is available online at
http://www.southwestgroup.com.au/south-west-group/projects/regionalintegrated-transport-planning/
South West Group of Councils – Travelling Together (2003) Integrated
Transport Plan envisages a:
t CBMBODFENVMUJNPEBMUSBOTQPSUTZTUFNXJUIBOFGåDJFOUOFUXPSLUIBU
links local, district and regional centres and which provides employment,
FEVDBUJPOTIPQQJOHBOESFDSFBUJPOGBDJMJUJFT
t CBMBODFEUSBOTQPSUTZTUFNUIBUQSPNPUFTFDPOPNJDBDUJWJUZCZQSPWJEJOHB
IJHIMFWFMPGBDDFTTJCJMJUZJOBMMNPEFT
Vision
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PGGFSJOHUSBWFMDIPJDFXJUIBIJHIMFWFMPGBDDFTTJCJMJUZ
t TVTUBJOBCMFUSBOTQPSUTZTUFNUIBUJNQSPWFTBJSRVBMJUZBOEPUIFS
environmental standards by actively promoting use of public transport,
walking and cycling within safe and convenient networks that link activity
OPEFTXJUIJODPNNVOJUJFTBOE
t USBOTQPSUTZTUFNUIBUPGGFSTBGGPSEBCMFBOETBGFBDDFTTJCJMJUZGPSBMMTPDJBM
and age groups within communities.
133
Guidelines
for preparation of
integrated transport plans
OVERVIEW OF PRACTICE - PART 6
Context
The South West Group of Councils’ integrated transport plan Travelling Together (2003) was the result of
collaboration between local government authorities in the Perth south west metropolitan region, the Department
for Planning and Infrastructure and Transperth. It was prepared with State and local government authorities as a
model of the State Integrated Transport Planning Partnering Agreement (2000).
The group of Councils’ integrated transport plan sets out to coordinate complex transport planning issues in the
region by considering various state and local government transport planning policies, projects and initiatives.
All partners have adopted a common style for making decisions and implementing the integrated transport plan.
Overview
The Group of Councils’ integrated transport plan aims to develop a safe, efficient, convenient and green-friendly
regional transport network. The plan looks to the future transport needs of the region − how best to meet them
and the priorities for implementation.
The regional transport planning process seeks to interface between two levels of government. The integrated
transport planning partnership of local governments focuses on strategic regional and local transport issues.
*ODPNQMFUJPOBMMQSPKFDUTXJMMBTTJTUJOQSPNPUJOHTVTUBJOBCMFVSCBOHSPXUIBOEUSBOTQPSUTZTUFNBOENPSF
community opportunity.
Purpose
The purpose of the Group of Councils’ integrated transport plan is to achieve government consensus on the
future direction of integrated planning, transport infrastructure and services in the Perth south west region and
to support the agreed vision for the region. This consensus approach recognises the right of individual local
governments and the State Government to have different policy and planning perspective on elements of the
plan, which integrates inter-regional and local transport aspects and all parties involved in developing the
integrated transport plan.
Drivers
Rapid urban growth in the south west metropolitan region has led to:
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Objectives
The main objectives of the Group of Councils’ integrated transport plan are to:
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Major issues, needs, challenges and opportunities
The process identified the following key transport issues for the Perth south west metropolitan region:
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The Group of Councils’ regional integrated transport plan identifies opportunities to create an efficient and
reliable transport system with less expansion of the road system by making substantial improvements to the
public transport services, cycling and walking facilities and by better integration of land use development with
transport.
Principles
Four key principles of the Group of Councils’ integrated transport plan are to:
1. Manage travel demand
2. Integrate transport and land uses
3. Improve public transport services
4. Develop infrastructure.
Developing the consultation and partnership process
Consultation through different stages of the Group of Councils’ integrated transport plan development process
included:
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required service and infrastructure improvement.
Throughout the consultation process, state and local government agencies established the agreed vision,
strategies and components of the Group of Councils’ integrated transport plan.
Strategies to achieve desired outcomes
The Group of Councils’ integrated transport plan is based on five major strategies:
1. Land use and transport integration
2. Major transport infrastructure developments
3. Public transport service improvement
4. TravelSmart and travel demand management
5. Pedestrian infrastructure improvement.
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Action and targets
The Group of Councils’ integrated transport plan makes many recommendations for developing a sustainable
transport system in the region. The councils recognise the cost implications and financial constraints facing
the state and local governments and accept that implementing the plan may depend on other priorities and/or
funding capacity.
Integrating planning and implementation
The Group of Councils’ integrated transport plan incorporates the following funding and implementation principles:
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- Regional funding to increase leverage and advantage from the Perth south west metropolitan railway.
- High proportion of overall funding to public transport system.
- Flexible funding to support TravelSmart and access to rail stations.
- Partnership agreement with State Government.
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- Maintain broad focus on sustainable people movement options.
- Freight movement infrastructure funding plan – AUSLINK.
Key success factors
The success of the Group of Councils’ integrated transport plan is largely attributed to:
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6.2 East Metropolitan
Regional Council –
Integrated Transport
Strategy for Perth’s
Eastern Region (2007)
Local governments
Town of Bassendean, City of Bayswater, City of Belmont, Shire of Kalamunda,
Shire of Mundaring, City of Swan
Integrated transport plan type
Partnership of local governments integrated transport strategy that
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high level objective setting and actions.
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Developed in 2007
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Regional Council
Implementation status: Regional Integrated Strategy Action Plan 2010–2013 at
www.emrc.org.au/Documents/8020/download/933/Regional-IntegratedTransport-Strategy-Action-Plan-2010-2103.pdf
Further information
Background information on the recent work done by the Eastern
Metropolitan Regional Council is available online at
www.emrc.org.au/regional-integrated-transport-strategy.html
The objectives of the Eastern Metropolitan Regional Council’s integrated
transport strategy included to address transport issues and meet community
aspirations to:
Vision / Objectives
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government.
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Context
The Eastern Metropolitan Regional Council comprises the Town of Bassendean, City of Bayswater, City of Belmont,
Shire of Kalamunda, Shire of Mundaring and the City of Swan.
The Regional Council and the Department for Planning and Infrastructure commissioned ARRB Consulting to
develop the integrated transport strategy for the region. The resulting strategy is an integrated approach to
meeting future access and mobility needs of the Perth eastern metropolitan region. It covers regional land use
and activity planning, local modes of transport such as walking and cycling, major transport infrastructure and
public transport services.
Overview
Perth’s eastern region is a major air, rail and road transport hub servicing passengers and freight for the State.
The region also services WA’s construction and resources sector. The Regional Council’s integrated transport
strategy provides a clear framework for the development and management of the region’s transport system and
for providing access to main activity centres. The strategy has enabled the six regional local councils to agree on
major transport initiatives and implementation plans.
Purpose
The Regional Council’s integrated transport strategy aims to improve integration between:
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Drivers
The Regional Council’s integrated transport strategy was developed to:
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Identified major issues and needs
Major issues were identified from a review of current planning and transport documents and consultation
with the six local governments of the Regional Council. They include common local government and regional
transport issues such as:
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Challenges and opportunities
A key challenge was to develop a strategy that genuinely integrated, rather than simply joined separate
entities, such as transport modes. This was achieved by focussing on outcomes such as economic and social
wellbeing, health, fitness and sustainability.
Principles
The Regional Council’s transport plan complements the State Government’s Network City and Metropolitan
Transport Strategy and complements the principles of the Western Australian State Sustainability Strategy.
It provides a model for implementing the strategies and principles set out in those documents.
Developing the consultation and partnership process
The Eastern Metropolitan Regional Council was developed on the basis of integrated partnering approach
between the six local councils with State Government agencies. The Regional Council’s transport strategy
involved lobbying stakeholders, partnering agreements and achieving consensus on priorities and actions.
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Strategies to achieve desired outcomes
Five strategies to address transport and access needs in the Regional Council are:
1. Land use and activity planning
2. Transport infrastructure
3. Transport services
4. Travel demand management
5. Integration.
Action and targets
Each specific strategy requires one or more actions for implementation and sets out priorities and timeframes for
various actions. As a guide to implementation, each strategy identifies who is responsible for each action and the
key stakeholders who should be involved.
Stakeholders and representatives of local governments in the region have assessed the implementation process
of the defined actions in terms of priority, timeframe and responsibility.
Integrating planning and implementation
A Regional Integrated transport Strategy advisory group was established to guide implementation and further
review of the action plan, and to coordinate important projects in land use and transport planning. Effective
implementation is an ongoing process.
In 2009, the Regional Integrated Transport Strategy Action Plan was reviewed to assess progress over the
previous two years and to align action for 2010–2013 with the State Government’s strategic policy framework for
metropolitan planning, such as Directions 2031 and other recent State Government strategic initiatives.
Key success factors
The success of the Eastern Metropolitan Regional Council integrated transport plan is largely attributed to:
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implementation of the Integrated Transport Strategy Action Plan.
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6.3 City of Rockingham –
Rockingham Integrated
Transport Plan (2007)
Local governments
City of Rockingham
Integrated transport plan type
Single local government integrated transport plan
Developed in 2007
Further information
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The integrated transport plan can be obtained from the City of Rockingham
on request.
Council planning, engineering and TravelSmart officers and elected
members with local area knowledge assisted in developing a
comprehensive plan to achieve the City of Rockingham’s transport vision
around economic, social and environmental sustainability principles.
Vision
This helped to reach agreement on the City’s vision for integrated transport
planning, which is in line with the City of Rockingham’s strategic plan.
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Context
The City of Rockingham covers a large local area which experienced complex transport issues resulted from rapid
urban growth and population increase.
The City’s commitment to the sustainability agenda, incorporated in its strategic plan, provided the basis for the
development of integrated transport plan.
The integrated transport plan is tailored to the specific local transport needs of the City and is a reference point
for local government when dealing with transport related issues.
Overview
The integrated transport plan was prepared by transport consultant Worley Parsons on behalf of the City
of Rockingham. The plan identifies and prioritises actions and allocates future resources for transport
improvements in the City. Developed as a living document the plan will be reviewed and updated twice yearly as
recommendations and actions are implemented and new ones are made.
Purpose
The Rockingham Integrated Transport Plan brings together work done in the transport planning process into a
concise plan. The plan’s main purpose is to coordinate transport planning and investment across the engineering
and planning departments of the City of Rockingham and improve the integration of transport and land use
developments in a responsive socio economic way.
Drivers
The main reasons for the development of an integrated transport plan were:
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Objectives
The main objectives of the Rockingham Integrated Transport Plan are to:
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GSFJHIUNPWFNFOU
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Identified major issues and needs
The broad range of transport issues identified included:
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Challenges and opportunities
Among the transport challenges identified through community consultation and study team investigations were:
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Principles
The main six principles adopted for the Rockingham transport plan from the Department of Transport’s
Metropolitan Transport Strategy 1995–2029 were:
1. Safety
2. Efficiency
3. Effectiveness
4. Environmental responsibility
5. Social responsibility
6. Robustness.
Developing the consultation and partnership process
Transport consultants used a simple methodology, transparency and an holistic approach to consider all
transport modes and to maximise benefits across a broad range of sectors. The consultation process was
tailored according to the order and complexity of transport issues to be resolved.
The process involved:
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Community consultation was achieved through:
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The development of the integrated transport plan was based on strong partnerships between local government,
State Government and the community.
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Strategies to achieve desired outcomes
The integrated transport plan identifies a range of strategies and actions. Each strategy or action is linked to the
identified challenges and grouped into the areas of:
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Strategies that help local government prioritise main transport planning issues and achieve desired outcomes in
community involvement are:
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Action and targets
The final integrated transport plan included recommendations for future improvements and actions to be
undertaken. These focus on strategic outcomes with local solutions including developing a list of actions,
duration, commitments, responsible agencies and prioritisations of actions.
Integrating planning and implementation
The Integrated Transport Plans brings together the engineering and planning divisions in the City of Rockingham
and aims to identify solutions to improve and integrate transport infrastructure with land use.
The Rockingham Integrated Transport Plan helps classify and prioritise actions to allocate resources for future
transport improvements. The plan has been used in various infrastructure projects in the City and to set up
groups for the implementation process.
Key success factors
The success of the City of Rockingham’s integrated transport plan is largely attributed to:
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actions.
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6.4 City of Subiaco –
Integrated Transport
Strategy (2007)
Local governments
City of Subiaco
Integrated transport plan type
Single local government – integrated transport strategy
Developed in 2007
Further information
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Information on the City of Subiaco’s Integrated Transport Strategy is available
online at
www.subiaco.wa.gov.au/fileuploads/Integrated%20Transport%20
Strategy(1).pdf
The City of Subiaco’s integrated transport strategy is built on existing State
strategic and local government policies and community views through
consultation.
The agreed strategy vision is:
‘Residents and visitors to Subiaco will enjoy convenient safe access and
movement to, from and within the City by all transport modes (walking,
cycling, public transport and car) on a sustainable basis without negative
impacting on Subiaco‘s diversity of amenity and lifestyle’.
Vision
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Context
The City of Subiaco has a strong commitment to sustainability. The development and implementation of an
integrated transport strategy is identified as a component of the City’s strategic plan and in its environmental
and economic development strategies.
An effective and appropriate transport system is seen as a key part of achieving sustainable development,
as well as preserving amenity and wellbeing in Subiaco and its environs.
Overview
The integrated transport strategy enables the City to plan for a suitable transport system to relieve increasing
transport pressures and to apply principles for sustainable development.
The strategy identifies, protects and enhances best practice and improves the City’s existing transport
infrastructure.
Purpose
The strategy adopts a coordinated approach to assessing transport needs. It aims to help local government and
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congestion.
Drivers
The strategy is driven by the City’s strategic plan and its commitment to provide a sustainable community living
environment.
Objectives
The City of Subiaco’s integrated transport strategy addresses and prioritises current and future local transport
issues and identifies actions for future improvement. It provides a framework to guide land-use planning
decisions, investments in transport infrastructure and management by local, State and federal governments.
The strategy identifies five main objectives:
1. Managing travel demand
2. Improving walking and cycling
3. Improving public transport
4. Managing vehicular traffic
5. Managing and improving parking.
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Identified major issues and needs
Identified issues and needs in the Strategy are:
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Challenges and opportunities
Challenges and opportunities noted in the Strategy are:
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including reducing car travel.
Principles
The Strategy is developed in accordance with national and State Government principles for sustainable
transport planning.
Developing the consultation and partnership process
The Strategy was developed in consultation with the community, stakeholders and reference groups.
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OVERVIEW OF PRACTICE - PART 6
Strategies to achieve desired outcomes
Strategies identified in the integrated transport strategy are to:
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use of existing parking facilities.
Actions and targets
Actions in the Strategy relate to existing and future key initiatives undertaken by the City to achieve practical
transport infrastructure and land use solutions for sustainable transport travel.
Integrating planning and implementation
Commitment to implementing the integrated transport strategy is the most important factor for its success.
Implementation of the Strategy will involve the City’s infrastructure, parking, planning, building and community
officers.
Key success factors
The success of the City of Subiaco’s integrated transport plan is largely attributed to:
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views and expectations.
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6.5 Shenton Park –
Integrated Transport
Plan (2000)
Local governments
City of Subiaco, City of Nedlands and Town of Cambridge
Integrated transport plan type
Small local area integrated transport plan
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Developed in 2000
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Town of Cambridge
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Further information
More information on the Shenton Park Integrated Transport Plan is available
from the State Library and the Department of Planning.
The agreed vision for the Shenton Park Integrated Transport Plan is to:
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Vision
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Context
The Shenton Park Integrated Transport Plan is an issues-based planning exercise in response to community
concerns about deficiencies in the local transport network.
In 1999, the City of Subiaco and City of Nedlands requested the Department of Transport to improve transport
infrastructure in their local area. As Shenton Park is a small local government area, the transport plan focused on
localised solutions with a specific transport infrastructure. Completion of the transport plan brought cost benefits
to the local transport network.
Overview
The Shenton Park Integrated Transport Plan is the first of its type and an example of the cooperative approach to
transport planning in the Perth metropolitan area. It took nine years to complete all the recommended transport
infrastructure projects and actions.
The Shenton Park plan demonstrates that integrated transport plans can resolve pressing transport issues in a
coordinated and holistic way. Its completion required a long-term local government commitment and dedicated
staff to drive the process from development to implementation.
Purpose
The Shenton Park Transport Plan was intended to provide more opportunity and travel choices for the local
community. Improving transport safety and efficiency were made a priority through the completion of specific
projects, which improved the local transport network.
Drivers
Specific local area transport issues were:
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Identified major issues and needs
Key issues and needs identified included:
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Challenges and opportunities
Challenges and opportunities highlighted in the plan included:
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Principles
Recommended transport projects were assessed against the six safety principles noted in the Department of
Transport’s 1995–2009 Metropolitan Transport Strategy:
1. Efficiency
2. Effectiveness
3. Environmental responsibility
4. Social responsibility
5. Robustness.
Developing the consultation and partnership process
Developing an integrated transport plan for a small area and resolving specific transport issues require
consultation with residents and businesses who would be directly affected.
The Shenton Park Transport Plan maintained a strong focussed on community issues. Extensive community
consultation was undertaken to understand important issues and priorities, not just the solutions.
A major objective of the consultation process was community interaction from the beginning – educating local
residents about important transport issues and learning from them by their feedback and comments.
The transport plan involved extensive community consultation, stakeholder workshops and public meetings.
Mapping tools for analysis and presentation data were prepared and used for transport issues with opportunity
for further consultation and feedback. An external transport consultant was appointed to produce the final
integrated transport plan report for Shenton Park.
Strategies to achieve desired outcomes
The Shenton Park Integrated Transport Plan produced a set of projects for implementation to improve travel
options for the community. The largest infrastructure proposals were for a railway underpass and a bridge for
buses, pedestrians and cyclists crossing the railway line.
Action and targets
Recommendations and actions for the transport plan were considered practical, affordable and productive.
The defined actions helped the local governments involved to prioritise transport infrastructure projects for
implementation.
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Integrating planning and implementation
The project design and implementation plans were prepared with the local governments. Options for project
funding were explored and developed including preliminary costing of proposed infrastructure improvements.
Key success factors
The success of the Shenton Park Integrated Transport Plan is largely attributed to:
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WJTJPONBJOPCKFDUJWFTBOEPVUDPNFT
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BOE4UBUFBOEMPDBMHPWFSONFOUTUPBQQSPWFQSPKFDUTBOEBDUJPOT
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QSPKFDUTBOE
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OVERVIEW OF PRACTICE - PART 6
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City of
City of
City of
Shire of
Town of
City of
City of
11
12
13
14
15
16
17
Town of
7
Town of
City of
6
10
Town of
5
Town of
City of
4
9
City of
3
City of
Town of
2
8
City of
City of Melville Transport Strategy 2000
Integrated Transport Strategy 2010 (part of
Mandurah Inner Area Strategic Plan)
Mandurah
(Peel)
Melville
NO
NO
NO
NO
Kwinana
Kalamunda
Joondalup
Gosnells
Fremantle Transport Strategy 2003-2007
NO
East
Fremantle
Fremantle
NO
SWGOC ITP 2003
NO
SWGOC ITP 2003
EMRC ITS 2007
NO
NO
SWGOC ITP 2003
NO
SWGOC ITP 2003
NO
Town of Claremont Traffic and Transport
Management Strategy 2009
NO
NO
NO
EMRC ITS 2007
EMRC ITS 2007
EMRC ITS 2007
NO
Grouping of
local governments
ITP or ITS
NO
NO
NO
NO
NO
NO
Single local government's ITP or ITS
Cottesloe
Cockburn
Claremont
Canning
Cambridge
Belmont
Bayswater
Bassendean
Armadale
Local government
1
Ref
No.
www.emrc.org.au/regional-integrated-transportstrategy.html
www.futureclaremont.com/public/
documents/3/3/090617%20Connecting%20
Claremont.pdf
www.emrc.org.au/regional-integrated-transportstrategy.html
www.emrc.org.au/regional-integrated-transportstrategy.html
www.emrc.org.au/regional-integrated-transportstrategy.html
E- copy ITP/ITS (URL link website)
Table 14 – Existing local government integrated transport plans and strategies in Perth metropolitan area (as at June 2010)
6.6 List of local government
integrated transport plans
in Perth metropolitan area
OVERVIEW OF PRACTICE - PART 6
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OVERVIEW OF PRACTICE - PART 6
Shire of
City of
Shire of
City of
City of
Shire of
City of
City of
City of
City of
Town of
Town of
City of
19
20
21
22
23
24
25
26
27
28
29
30
31
Wanneroo
Vincent
Victoria Park
Swan
Subiaco
Stirling
South West Group of Councils (SWGOC) -Travelling Together 2003
East Metropolitan Regional Council(EMRC) - Integrated Transport Strategy (2007)
Integrated Transport Plan (ITP)
NO
NO
NO
NO
NO
NO
NO
EMRC ITS 2007
NO
City of Subiaco Integrated Transport
Strategy 2007
NO
City of South Perth Integrated Transport
Plan 2006
NO
NO
NO
Serpentine/
Jarrahdale
City of Stirling Transport Strategy 2009
SWGOC ITP 2003
City of Rockingham Integrated Transport
Plan 2007
Rockingham
South Perth
NO
NO
NO
EMRC ITS 2007
NO
Grouping of
local governments
ITP or ITS
NO
NO
Peppermint
Grove
Perth
City of Nedlands Transport Strategy 2006
NO
NO
Single local government's ITP or ITS
Nedlands
Mundaring
Mosman Park
Integrated Transport Strategy (ITS)
Town of
Local government
18
Ref
No.
www.emrc.org.au/regional-integrated-transportstrategy.html
www.subiaco.wa.gov.au/fileuploads/
Integrated%20Transport%20Strategy(1).pdf
www.stirling.wa.gov.au/NR/rdonlyres/
A6DB9B5C-2B7E-4BF9-A2CA-4478D5B9CA31/0/
CityofStirlingIntegratedTransportStrategy.pdf
www.emrc.org.au/regional-integrated-transportstrategy.html
E- copy ITP/ITS (URL link website)
OVERVIEW OF
PRACTICE
Part 7 –
Template for
developing an
integrated
transport plan
155
Guidelines
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integrated transport plans
Figure 31 – Template for developing an integrated transport plan
Initiate integrated transport plan
Define scope and issues
Establish goals and objectives
Identify and involve stakeholders
Identify needs, issues, problems and opportunities
Plan for the acquisition of services/ resources
Identify current and desired
ed future
ffut
utur state
Consent to the desired future trends.
Consent to the desire future state
Assess alternatives
Undertake technical assessment
Undertake stakeholder and commu
community assessment
Review, amend and
an improve
Remove negative impacts
Revisit earlier stages
Select package of actions that best supports implementation
Develop pre
preferred plan
Maximise synergies
synerg
Assess feasibility and affordability
Assess delivery responsibilities
re
and financial impacts
Implementation and delivery
Imple
Establis implementation monitoring measures
Establish
Market the
t plan
Long-te
Long-term commitments
Down stream
st
funding
Monitor and evaluate
Efficiency
Effectiveness
Triple-bottom line
Source: ’CATALYST’/’Sinclair Knight Merz’ Consultants.
Note: This template should be read in conjunction with the Guidelines for preparation of
integrated transport plans.
It should also reflect the required key steps set out in Part 3 - Principles and
process for integrated transport plans.
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OVERVIEW OF PRACTICE - PART 7
Task 1 - Initiate integrated transport plan
For guidance on Task 1, refer to sections 3.2 and 3.4 of the Guidelines for
preparation of integrated transport plans for local government
(refer also sections 2.3, 4.1, 5.2 and 5.4).
Task 1.1
Define issues and scope of the integrated transport plan
Task 1.2
Review transport plan implementation drivers
Task 1.3
Determine
planning
partners
Complete
Not
applicable
Decide who can help or hinder implementation
Decide who will drive the planning
Decide who needs to approve actions
Community aspirations
Task 1.4
Establish goals
and objectives
taking into
account
socioeconomic
and cultural
context
Accessibility to jobs, education, social, cultural activities
Business and commerce viability
Sustainability
Robustness to changing circumstances
Making best use of existing infrastructure
Feasible and affordable / Safety and security
Long-term as well as short-term planning
Task 1.5
Create project management and governance arrangements
Task 1.6
Determine
the planning
horizons
Is it a regional or local plan?
Are there any cross-boundary issues?
Is it area-wide or specific location?
Neighbourhood and community groups
Businesses, business groups and associations
Transport operators – passenger and freight/ public and private
Task 1.7
Identify who
has a legitimate
interest in the
outcomes
Major shopping centres
Industrial and business parks
Major medical centres
Universities, colleges and school districts
Land and property developers
National, State and local government
Task 1.8
Seek activities to engage and communicate with stakeholder, eg. workshops etc
Ageing population
Obesity
Climate change
Task 1.9
Identify and
manage risks
Peak oil
Traffic congestion
Amenity
Safety and security
Severance
Task 1.10
Identify and
manage
opportunities
Community aspirations
Business viability
Task 1.11
Determine the level of detail or quality required
Task 1.12
Develop schedule and budget
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Outputs Task 1
Complete
Not
applicable
Context/background paper
integrated transport plan (ITP)
Risks and opportunities management plan
Engagement and communication plan
Study management plan
Task 2 – Identify current and desired future state of
infrastructure and services
For guidance on Task 2, refer to Section 3.4 of the Guidelines for
preparation of integrated transport plans
(refer also sections 5.2 and 5.3).
Task 2.1
Identify the current state
Task 2.2
Identify the future state based on the continuation of trends
Task 2.3
Identify alternative futures
Task 2.4
Identify the desired future state infrastructure and services
Task 2.5
‘Gap’ assessment comparing current to desired future state
Task 2.6
Consent to the desired future state
Outputs Tasks 2
Complete
Complete
Not
applicable
Not
applicable
‘Gap’ analysis and alternative options desired
future state
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Task 3 – Assessment of alternative options
For guidance on Task 3, refer to sections 4.1 and 5.2 of the Guidelines for
preparation of integrated transport plans
(refer also Section 5.3).
Task 3.1
Develop evaluation framework and assessment criteria
Task 3.2
Identify economic, environmental or social impacts
Complete
Not
applicable
Complete
Not
applicable
Travel behaviour change
Travel demand
management
Task 3.3
Consider different ways
to provide and manage
transport demand
Regulation or market
mechanisms
Road/congestion pricing
Parking management
Transport and land use integration
Walking
Transport
infrastructure
Private and public transport
Cycling
Roads/ rail/ water
Task 3.4
Evaluate options against assessment criteria
Task 3.5
Select preferred option(s)
Task 3.6
Identify actions to implement selected option
Outputs Tasks 3
Complete
Not
Applicable
Options analysis report
Task 4 – Review, amend and improve
For guidance on Task 4, refer to sections 3.4 and 4.2 of the Guidelines for
preparation of integrated transport plans
(refer also sections 5.2 and 5.3).
Task 4.1
Assess preferred option
Economic
Environmental
Task 4.2
Remove or ameliorate negative impacts
Social
Long-term effectiveness
Goals and objectives
Scope and area
Task 4.3
Revisit earlier stages
Stakeholders involved
Issues and opportunities
Task 4.4
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Select package of actions that best supports implementation
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OVERVIEW OF PRACTICE - PART 7
Task 5 – Development of preferred plan
For guidance on Task 5, refer to sections 4.1 and 5.2 of the Guidelines for
preparation of integrated transport plans
(refer also sections 5.3 and 5.4).
Task 5.1
Complete
Not
applicable
Complete
Not
applicable
Community and stakeholder preferences
Within transport
Task 5.2
Maximize synergies
With public sector
With private sector
Approval requirements
Task 5.3
Funding sources
Assess feasibility and affordability
Long-term maintenance
and operation
Task 5.4
Assess delivery responsibilities
Task 5.5
Assess financial impacts
Task 5.6
Create contingency plan for future scenarios
Outputs Tasks 5
Complete
Not
applicable
Integrated transport plan – agreed by all parties
Task 6 – Implementation / delivery
For guidance on Task 6, refer to sections 4.3, 5.4 and 5.5 of the Guidelines for
preparation of integrated transport plans
Task 6.1
Establish organizational delivery processes
Task 6.2
Develop implementation measures
Task 6.3
Identify who will implement
Task 6.4
Establish implementation monitoring measures
Task 6.5
Market the plan
Approval requirements
Funding sources
Task 6.6
Long-term commitments
Minimize reliance on annual
budgeting
Task 6.7
Down-stream funding
Operation and maintenance
Task 6.8
Hand over the baton to implementing agencies
Clearly identify responsibilities
and timeframes
Outputs Task 6
Complete
Not
applicable
Implementation report
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OVERVIEW OF PRACTICE - PART 7
Task 7 – Monitor and Evaluate
For guidance on Task 7, refer to sections 4.2 and 4.3 of the Guidelines for
preparation of integrated transport plans
(refer also section 5.5).
Complete
Not
applicable
Actions completed
Efficiency
Transport costs
Effectiveness
Task 7.1
Monitor and Evaluate:
Measure against
original objectives
Economic
Triple bottom
line
Environmental
Social
Sustainability
Outputs Tasks 7
Complete
Not
applicable
Evaluation review plan
Summary outputs documents
Complete
Not
applicable
1. Context/background paper integrated transport plan
2. Risks and opportunities management plan
3. Engagement and communication plan
4. Study management plan
5. ‘Gap’ analysis and alternative options desired future state
6. Options analysis report
7. Integrated transport plan (agreed by all parties)
8. Implementation report
9. Evaluation review plan
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Glossary of Terms
Access – The means by which people, goods, services and information arrive at or depart from a location. Provision of
technologies and services enabling users to reach and use social and economic opportunities.
Accessibility – The ability of people including elderly, disabled and those with young children to move around and to
reach places, facilities and services.
Activity centres network – a network and hierarchy of centres that provide a more equitable distribution of jobs, services
and amenity throughout the city.
Alternative fuels – Substitutes for traditional liquid, oil-derived motor vehicle fuels like gasoline and diesel. Includes
mixtures of alcohol-based fuels with gasoline, methanol, ethanol, compressed natural gas, and others.
Amenity – The experience of a place as pleasant or attractive.
Assessment – The technical process of identifying the outcomes of a particular action or proposal, compared with their
intentions or objectives.
Australian Bureau of Statistics (ABS) – Australia’s official statistical agency, whose functions are outlined in the Census
and Statistics Act 1905 and other legislation. The ABS is responsible for producing official statistics including national
accounts figures, population estimates, and the five-yearly Census of Population and Households.
Austroads – The association of Australian and New Zealand road and transport and traffic authorities whose purpose is
to contribute to the achievement of improved road transport outcomes.
Business Improvement District (BID) – A defined area within which businesses pay an additional tax or fee, in order to
fund improvements within the district’s boundaries.
Community engagement – An open and accountable exchange of information between government and the
community, where individuals and groups can participate in decision-making processes, influence the outcomes of a
policy or decision, and participate in the delivery of programs and services.
Congestion (See traffic congestion).
Congestion pricing – Payment to access a road – or area within a cordon – to manage peak-period demands placed
on various sections of the network. Depending on objectives and technology used, charges may be adjusted by the
time-of-day, level of congestion present or type of vehicle being driven.
Comfort – Travel without unnecessary discomfort due to noise and other factors.
Consultation – Meeting for deliberation, discussion or decision.
Corridor – A major area of travel between two points. It may include more than one major route and more than one form
of transport.
Cost – effectiveness – Producing optimum results for the expenditure. Economic measure defined as the effectiveness
of an action or treatment divided by the present worth of life-cycle costs.
Cost-benefit analysis (CBA) – Means of analysing investment or policy decision as far as practicable in monetary
terms. Future costs and benefits are discounted to represent present day values.
Demand – The traffic volume desiring to travel along a given route.
Demographics – The statistical data of a population, especially those showing average age, income, education, etc.
Efficiency – Optimal allocation of resources in moving people and goods through the transport system.
Evaluation – 5IFQSPDFTTPGEFUFSNJOJOHXIFUIFSUIFPVUDPNFTBSFEFTJSBCMFBGGPSEBCMFPSBDDFQUBCMFQSPQFSMZ
involves those with an interest in the result, or at least an over consideration of their requirement.
Functional Road Hierarchy (FRH) – A grading of roads according to their traffic-carrying functions or other functions.
Holistic – Looking at something as a whole and not part-by-part.
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Horizontal integration – Synergy between distinct parts of a larger system – most commonly, in respect of transport, in
terms of land use planning and transport.
Implementation – execution of a plan, idea, model, design, specification, standard, algorithm, or policy.
Induced traffic – Additional traffic resulting from some improvement in a road or in traffic arrangements.
Induced travel demand – Applied to provision of road infrastructure, induced demand refers to the phenomena of
additional traffic being generated (above baseline measures) by the creation of new road capacity.
Integration – A holistic approach that combines separate elements into a unified system taking into account all modes
of transport, land use and social, environmental and economic considerations.
Integrated land-use and transport planning – A planning process in which land use attributes, origin–destination
choices, modal choice and transport network efficiencies are jointly considered at the beginning and throughout the
process.
Integrated transport plan – A transport plan prepared by a single local government or groupings of local governments
to address local or sub-regional transport issues in their areas of jurisdiction. Integrated transport plans are useful tools
for the comprehensive analysis of existing and future transport system requirements within an area.
Integrated transport planning – A process to identify current and future access needs – for people, places, goods and
services – and inform decision makers on ways to manage the transport system and land use to best address these
needs. It aims to do this in a way that sustains economic growth, conserves the environment and supports the quality of
life of current and future generations.
Journey time – The time taken to travel between two specified points on a route, excluding the time for any stoppages
other than those due to interruptions by traffic.
Journey-to-work – Information extracted from the national census, which includes where people live and work, their
industry, occupation and sex.
Land use – Use to which land is put, e.g residential, commercial, open space. In transport analysis the term
encompasses measures of social and economic activity that take place on the land. E.g. size of population, number of
employees.
Land use planning – Way in which planners recommend that land resources be utilised whether by housing, commerce,
industry, etc.
Level of service (LOS) – An index of the operational performance of traffic on a given traffic lane, carriageway or road
when accommodating various traffic volumes under different combinations of operation conditions. It is usually defined
in terms of the convenience of travel and safety performance. In a transport context, LOS is defined as a qualitative
measure describing operational conditions within a traffic stream.
Link – In a road network, portion of a road between two intersections. (Note: Its basic characteristics are length, vehicle
speeds, travel times and number of lanes).
Local by-passable traffic – Term normally used to refer to short distance traffic that can be diverted usually at the
expense of increase distance, not increased time.
Local government area – The geographical area for which a local government council is responsible.
Methodology – A system of ways of doing something.
Mixed use developments – Use of a building, set of buildings, or neighbourhood for more than one purpose.
Mobility – The ability of people and goods to move about (physical movement).
Modal split – Describes the percentage of people or goods on different forms of transport. E.g. the percentage of
people using private cars as opposed to public transport.
Mode of travel – Method of transport e.g. motor vehicle travel (as driver or passenger), bus, train, light rail, walking or
cycling. In the Census of Population and Housing, this term is used for the method of travel to work (where up to three
methods are recorded) for each person aged 15 years or more who was employed during the week before the census.
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Monitoring – The process of assessing the implementation of a plan, strategy or action and its effects, with a view to
making amendments as required to ensure that the desired outcomes are achieved.
Movement – A stream of vehicles that enters from the same approach and departs from the same exit (i.e with the
same origin and destination).
Movement network – An integrated system of public and private transport networks that are designed to support and
reinforce the activity centres network, and reduce the time, cost and impact of travel.
Multimodal – The consideration or use of more than one mode of transport to facilitate the mobility of people, goods
and services, or the carriage of goods or passengers by at least two different modes of transport.
Network – Set of roads that provides a means of road based travel within a region. In transport terms it is defined in
terms of links and nodes.
Outcome – The effects, or consequences, of a plan, strategy or action.
Peak oil – Point in time at which the maximum rate of oil production is reached, equivalent to the midpoint of oil
resource depletion.
Perceived costs – Costs as perceived by those who outlay those costs. This especially relates to costs of travel where
most motorists underestimate their own and the community costs.
Permeability (or connectivity) – The extent to which urban forms permit (or restrict) movement of people or vehicles in
different directions. The terms are often used interchangeably, although differentiated definitions also exist. ‘Connectivity’
refers solely to the number of connections to and from a particular place. ‘Permeability’ refers to the capacity of those
connections to carry people or vehicles. Permeability is generally considered a positive attribute of an urban design, as it
permits ease of movement and avoids severing neighbourhoods.
Placemaking – The process of creating squares, plazas, parks, streets and waterfronts that will attract people because
they are pleasurable or interesting.
Planning process – The systematic application of actions to achieve an outcome/output.
Proximity – A measure of how close desired goods or services are.
Public road – A public place provided for the use of the public for traffic movement and which has been declared, or
proclaimed, notified or dedicated.
Purpose of travel – Reason why a journey is undertaken. In transport planning these reasons are usually grouped into
general purpose categories within the two sets of home based and non-home based.
Quality of life – A person’s satisfaction (or dissatisfaction) with the cultural or intellectual conditions under which they
live (as distinct from material comfort).
Road capacity – Maximum number of vehicles or pedestrians that can pass over a given section of a lane, road or
footpath in one direction (or in both directions for a two-lane or three lane road) during a given time period under
prevailing road and traffic conditions.
Safe system – The Safe System approach emphasises the way different elements of the road transport system combine
and interact with human behaviour to produce and overall effect on road trauma. The key components of the system are
safer roads and roadsides (infrastructure), safer speeds and safer vehicles.
Stakeholder – An individual or group of people that has particular interest or stake in a matter under consideration.
Strategy – A coordinated approach to achieve a desired outcome.
Sustainable development – Development that meets the needs of the present without compromising the ability of
future generations to meet their own needs.
Sustainable transport – Meeting the needs of society to move without sacrificing other essential human or ecological
requirements.
Through traffic – Traffic with neither an origin nor a destination within the local area. Depending on the definition of the
local area, this may not be traffic which diverts between two arterials.
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Traffic congestion – Traffic congestion occurs when a volume of traffic or modal split generates demand for space
HSFBUFSUIBOUIFBWBJMBCMFSPBEDBQBDJUZUIJTQPJOUJTDPNNPOMZUFSNFETBUVSBUJPO8IFOUSBGåDEFNBOEJTHSFBU
enough that the interaction between vehicles slows the speed of the traffic stream, congestion is incurred. As demand
approaches the capacity of a road (or of the intersections along the road), extreme traffic congestion sets in. When
vehicles are fully stopped for periods of time, this is known as a traffic jam.
Traffic flow (volume) – The number of vehicle passing a given point during a specified period.
Traffic forecast – An estimate of future traffic parameters including projected growth rates.
Traffic generator – A development or area capable of generating traffic, e.g. shopping complex, industrial area, car park.
Transport disadvantage – The inability to reach desired activities within a reasonable time and cost.
Transport infrastructure – Fixed structures or equipment, such as roads, railways, stations, rollingstock, airports, seaports,
vehicle fleets and facilities, needed to provide transport services.
Transport planning – Planning of the operations and development of transport including the efficient and equitable
allocations of resources.
Transport services – regular operation of transport infrastructure or related activities to connect people, places, goods
and services.
Transport system – The collection of infrastructure, services and equipment that provides for the movement of people,
goods and services.
Travel demand management – Measures to influence the demand for travel and to modify travel decisions so that more
desirable transport, social, economic and environmental objectives can be achieved, and the adverse impacts of travel
can be reduced.
TravelSmart – A travel behaviour change program. It helps people to use cars less and to choose alternatives mode
such as walking, cycling, and public transport.
Trip – One-way movement from one place to another for a particular purpose.
Vertical integration – Synergy and consistency between the various levels of government and private organisations, so
that there is mutual support or, at least, they do not work against each other.
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